Detection of position overlap (po) between objects

ABSTRACT

Disclosed are systems, apparatuses, processes, and computer-readable media for wireless communications. For example, a process may include determining a potential position overlap between a first vehicle and a second vehicle and determining a characteristic of at least one of the first vehicle or the second vehicle based on information from a vehicle-based message. The process may include determining whether the potential position overlap is an actual position overlap between the first vehicle and the second vehicle based on the characteristic.

FIELD

The present disclosure generally relates to wireless communications(e.g., for vehicle-to-everything (V2X) communications). For example,aspects of the present disclosure relate to a detection of positionoverlap (PO) between objects, such as of vehicles.

BACKGROUND

Wireless communication systems are widely deployed to provide varioustelecommunication services such as telephony, video, data, messaging,and broadcasts. Typical wireless communication systems may employmultiple-access technologies capable of supporting communication withmultiple users by sharing available system resources. Examples of suchmultiple-access technologies include code division multiple access(CDMA) systems, time division multiple access (TDMA) systems, frequencydivision multiple access (FDMA) systems, orthogonal frequency divisionmultiple access (OFDMA) systems, single-carrier frequency divisionmultiple access (SC-FDMA) systems, and time division synchronous codedivision multiple access (TD-SCDMA) systems.

These multiple access technologies have been adopted in varioustelecommunication standards to provide a common protocol that enablesdifferent wireless devices to communicate on a municipal, national,regional, and even global level. An example telecommunication standardis 5G New Radio (NR). 5G NR is part of a continuous mobile broadbandevolution promulgated by Third Generation Partnership Project (3GPP) tomeet new requirements associated with latency, reliability, security,scalability (e.g., with Internet of Things (IoT)), and otherrequirements. 5G NR includes services associated with enhanced mobilebroadband (eMBB), massive machine type communications (mMTC), andultra-reliable low latency communications (URLLC). Some aspects of 5G NRmay be based on the 4G Long Term Evolution (LTE) standard. Aspects ofwireless communication may comprise direct communication betweendevices, such as in V2X, vehicle-to-vehicle (V2V), and/ordevice-to-device (D2D) communication. There exists a need for furtherimprovements in V2X, V2V, and/or D2D technology. These improvements mayalso be applicable to other multi-access technologies and thetelecommunication standards that employ these technologies.

SUMMARY

The following presents a simplified summary relating to one or moreaspects disclosed herein. Thus, the following summary should not beconsidered an extensive overview relating to all contemplated aspects,nor should the following summary be considered to identify key orcritical elements relating to all contemplated aspects or to delineatethe scope associated with any particular aspect. Accordingly, thefollowing summary has the sole purpose to present certain conceptsrelating to one or more aspects relating to the mechanisms disclosedherein in a simplified form to precede the detailed descriptionpresented below.

Disclosed are systems, apparatuses, methods and computer-readable mediafor a robust and enhanced detection of position overlap (PO) ofvehicles. According to at least one example, a method is provided forwireless communications at a receiving device. The method includes:determining, by the computing device, a potential position overlapbetween a first vehicle and a second vehicle; determining, by thecomputing device, a characteristic of at least one of the first vehicleor the second vehicle based on information from a vehicle-based message;and determining, by the computing device, whether the potential positionoverlap is an actual position overlap between the first vehicle and thesecond vehicle based on the characteristic.

In another example, an apparatus for wireless communications is providedthat includes at least one memory and at least one processor (e.g.,implemented in circuitry) coupled to the at least one memory. The atleast one processor is configured to: determine a potential positionoverlap between a first vehicle and a second vehicle; determine acharacteristic of at least one of the first vehicle or the secondvehicle based on information from a vehicle-based message; and determinewhether the potential position overlap is an actual position overlapbetween the first vehicle and the second vehicle based on thecharacteristic.

In another example, a non-transitory computer-readable medium isprovided that has stored thereon instructions that, when executed by oneor more processors, cause the one or more processors to: determine apotential position overlap between a first vehicle and a second vehicle;determine a characteristic of at least one of the first vehicle or thesecond vehicle based on information from a vehicle-based message; anddetermine whether the potential position overlap is an actual positionoverlap between the first vehicle and the second vehicle based on thecharacteristic.

In another example, an apparatus for wireless communications isprovided. The apparatus includes: means for determining a potentialposition overlap between a first vehicle and a second vehicle; means fordetermining a characteristic of at least one of the first vehicle or thesecond vehicle based on information from a vehicle-based message; andmeans for determining whether the potential position overlap is anactual position overlap between the first vehicle and the second vehiclebased on the characteristic.

In some aspects, the apparatus is, or is part of, a vehicle (e.g., anautomobile, truck, etc., or a component or system of an automobile,truck, etc.), a mobile device (e.g., a mobile telephone or so-called“smart phone” or other mobile device), a wearable device, an extendedreality device (e.g., a virtual reality (VR) device, an augmentedreality (AR) device, or a mixed reality (MR) device), a personalcomputer, a laptop computer, a server computer, a robotics device, orother device. In some aspects, the apparatus includes radio detectionand ranging (radar) for capturing radio frequency (RF) signals. In someaspects, the apparatus includes one or more light detection and ranging(LIDAR) sensors, radar sensors, or other light-based sensors forcapturing light-based (e.g., optical frequency) signals. In someaspects, the apparatus includes a camera or multiple cameras forcapturing one or more images. In some aspects, the apparatus furtherincludes a display for displaying one or more images, notifications,and/or other displayable data. In some aspects, the apparatusesdescribed above can include one or more sensors, which can be used fordetermining a location of the apparatuses, a state of the apparatuses(e.g., a temperature, a humidity level, and/or other state), and/or forother purposes.

This summary is not intended to identify key or essential features ofthe claimed subject matter, nor is it intended for use in isolation todetermine the scope of the claimed subject matter. The subject mattershould be understood by reference to appropriate portions of the entirespecification of this patent, any or all drawings, and each claim.

Other objects and advantages associated with the aspects disclosedherein will be apparent to those skilled in the art based on theaccompanying drawings and detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative aspects of the present application are described in detailbelow with reference to the following figures:

FIG. 1 is a diagram illustrating an example wireless communicationssystem, in accordance with some aspects of the present disclosure.

FIG. 2 is a diagram illustrating an example of a disaggregated basestation architecture, which may be employed by the disclosed systems andmethods for a robust and enhanced detection of position overlap (PO) ofvehicles, in accordance with some aspects of the present disclosure.

FIG. 3 is a diagram illustrating an example of various user equipment(UEs) communicating over direct communication interfaces (e.g., acellular based PC5 sidelink interface, 802.11p defined DSRC interface,or other direct interface) and wide area network (Uu) interfaces, inaccordance with some aspects of the present disclosure.

FIG. 4 is a block diagram illustrating an example of a computing systemof a vehicle, in accordance with some aspects of the present disclosure.

FIG. 5 is a block diagram illustrating an example of a computing systemof a user device, in accordance with some aspects of the presentdisclosure.

FIG. 6 is a diagram illustrating an example of devices involved inwireless communications (e.g., sidelink communications), in accordancewith some aspects of the present disclosure.

FIGS. 7A-7D are diagrams illustrating examples of sensor-sharing forcooperative and automated driving systems, in accordance with someaspects of the present disclosure.

FIG. 8 is a diagram illustrating an example of sensor-sharing forcooperative and automated driving systems, in accordance with someaspects of the present disclosure.

FIG. 9 is a diagram illustrating an example of a system for sensorsharing in wireless communications (e.g., C-V2X communications), inaccordance with some aspects of the present disclosure.

FIG. 10 is a diagram illustrating an example of a vehicle-based message(shown as a sensor-sharing message), in accordance with some aspects ofthe present disclosure.

FIG. 11 is a diagram illustrating examples of modified bounding boxesfor vehicles that account for the uncertainty of the positions of thevehicles, which may be employed by the disclosed systems and methods fora robust and enhanced detection of position overlap (PO) of vehicles, inaccordance with some aspects of the present disclosure.

FIG. 12 is a diagram illustrating an example of a process for generatinga modified bounding box for a vehicle that accounts for the uncertaintyof the position of the vehicle, which may be employed by the disclosedsystems and methods for a robust and enhanced detection of positionoverlap (PO) of vehicles, in accordance with some aspects of the presentdisclosure.

FIG. 13 is a diagram illustrating examples of a plurality of differentcases exhibiting potential, determined, or no position overlap of twovehicles, in accordance with some aspects of the present disclosure.

FIG. 14 is a diagram illustrating an example of a confirmed positionoverlap of two vehicles by utilizing the disclosed system and methodsfor a robust and enhanced detection of position overlap (PO) ofvehicles, in accordance with some aspects of the present disclosure.

FIG. 15 is a flow diagram illustrating an example of a process fordetermining position overlap of vehicles, in accordance with someaspects of the present disclosure.

FIG. 16 is a flow chart illustrating an example of a process forwireless communications, according to some aspects of the presentdisclosure.

FIG. 17 illustrates an example computing system, according to aspects ofthe disclosure.

DETAILED DESCRIPTION

Certain aspects of this disclosure are provided below for illustrationpurposes. Alternate aspects may be devised without departing from thescope of the disclosure. Additionally, well-known elements of thedisclosure will not be described in detail or will be omitted so as notto obscure the relevant details of the disclosure. Some of the aspectsdescribed herein can be applied independently and some of them may beapplied in combination as would be apparent to those of skill in theart. In the following description, for the purposes of explanation,specific details are set forth in order to provide a thoroughunderstanding of aspects of the application. However, it will beapparent that various aspects may be practiced without these specificdetails. The figures and description are not intended to be restrictive.

The ensuing description provides example aspects only, and is notintended to limit the scope, applicability, or configuration of thedisclosure. Rather, the ensuing description of the example aspects willprovide those skilled in the art with an enabling description forimplementing an example aspect. It should be understood that variouschanges may be made in the function and arrangement of elements withoutdeparting from the spirit and scope of the application as set forth inthe appended claims.

The terms “exemplary” and/or “example” are used herein to mean “servingas an example, instance, or illustration.” Any aspect described hereinas “exemplary” and/or “example” is not necessarily to be construed aspreferred or advantageous over other aspects. Likewise, the term“aspects of the disclosure” does not require that all aspects of thedisclosure include the discussed feature, advantage or mode ofoperation.

Wireless communications systems are deployed to provide varioustelecommunication services, including telephony, video, data, messaging,broadcasts, among others. Wireless communications systems have developedthrough various generations. A 5G mobile standard calls for higher datatransfer speeds, greater numbers of connections, and better coverage,among other improvements. The 5G standard (also referred to as “NewRadio” or “NR”), according to the Next Generation Mobile NetworksAlliance, is designed to provide data rates of several tens of megabitsper second to each of tens of thousands of users.

Vehicles are an example of devices or systems that can include wirelesscommunications capabilities. For example, vehicles (e.g., automotivevehicles, autonomous vehicles, aircraft, maritime vessels, among others)can communicate with other vehicles and/or with other devices that havewireless communications capabilities. Wireless vehicle communicationsystems encompass vehicle-to-vehicle (V2V), vehicle-to-infrastructure(V2I), and vehicle-to-pedestrian (V2P) communications, which are allcollectively referred to as vehicle-to-everything (V2X) communications.V2X communications is a vehicular communication system that supports thewireless transfer of information from a vehicle to other entities (e.g.,other vehicles, pedestrians with smart phones, and/or other trafficinfrastructure) located within the traffic system that may affect thevehicle. The main purpose of the V2X technology is to improve roadsafety, fuel savings, and traffic efficiency.

In a V2X communication system, information is transmitted from vehiclesensors (and other sources) through wireless links to allow theinformation to be communicated to other vehicles, pedestrians, and/ortraffic infrastructure. The information may be transmitted using one ormore vehicle-based messages, such as C-V2X messages, which can includeSensor Data Sharing Messages (SDSMs) (e.g., defined by Society ofAutomotive Engineers (SAE) Standard Document J3224) used by vehicles orother devices to share sensor information, Basic Safety Messages (BSMs)(e.g., defined by SAE J2735) used by vehicles or other devices to sharesafety-based messages, Cooperative Awareness Messages (CAMs) (e.g.,defined by European Telecommunications Standards Institute (ETSI)European Standard (EN) 302 637-2) used by vehicles or other devices toshare safety-based messages, Collective Perception Messages (CPMs)(e.g., defined by ETSI Technical Report (TR) 103 562 V2.1.1) used byvehicles or other devices to share safety-based messages, DecentralizedEnvironmental Messages (DENM) (e.g., as defined by ETSI TR 102 698),and/or other type of message. By sharing this information with othervehicles, the V2X technology improves vehicle (and driver) awareness ofpotential dangers to help reduce collisions with other vehicles andentities. In addition, the V2X technology enhances traffic efficiency byproviding traffic warnings to vehicles of potential upcoming roaddangers and obstacles such that vehicles may choose alternative trafficroutes.

As previously mentioned, the V2X technology includes V2V communications,which can also be referred to as peer-to-peer communications. V2Vcommunications allows for vehicles to directly wireless communicate witheach other while on the road. With V2V communications, vehicles can gainsituational awareness by receiving information regarding upcoming roaddangers (e.g., unforeseen oncoming vehicles, accidents, and roadconditions) from the other vehicles.

The IEEE 802.11p Standard supports (uses) a dedicated short-rangecommunications (DSRC) interface for V2X wireless communications.Characteristics of the IEEE 802.11p based DSRC interface include lowlatency and the use of the unlicensed 5.9 Gigahertz (GHz) frequencyband. Cellular V2X (C-V2X) was adopted as an alternative to using theIEEE 802.11p based DSRC interface for the wireless communications. The5G Automotive Association (5GAA) supports the use of C-V2X technology.In some cases, the C-V2X technology uses Long-Term Evolution (LTE) asthe underlying technology, and the C-V2X functionalities are based onthe LTE technology. C-V2X includes a plurality of operational modes. Oneof the operational modes allows for direct wireless communicationbetween vehicles over the LTE sidelink PC5 interface. Similar to theIEEE 802.11p based DSRC interface, the LTE C-V2X sidelink PC5 interfaceoperates over the 5.9 GHz frequency band. Vehicle-based messages, suchas BSMs and CAMs, which are application layer messages, are designed tobe wirelessly broadcasted over the 802.11p based DSRC interface and theLTE C-V2X sidelink PC5 interface.

Vehicle-based messages are beneficial because, for example, they canprovide an awareness and understanding to vehicles of upcoming potentialroad dangers (e.g., unforeseen oncoming vehicles, accidents, and roadconditions). In some cases, information in the vehicle-based messagesmay indicate that two vehicles are overlapping with each other, whichmay be referred to as a position overlap (PO) of the vehicles.Information revealing a position overlap between vehicles can be anindication of a collision between the two vehicles. However, in somecases, the information indicating a position overlap may be invalidinformation that has been generated by a misbehaving vehicle. Amisbehaving vehicle can be defined as a vehicle that is reportingincorrect information or has low-quality sensors (e.g., radar, LIDAR,camera, Global Navigation Satellite System (GNSS), or other sensors)that result in information that is completely or partially inaccurate(e.g., an indication of position or location that is off by a certainamount).

Currently, there are some techniques utilized to confirm the existenceof a position overlap of vehicles. However, many of these techniques donot consistently achieve accurate results because they fail to take intoaccount a number of parameters that are needed to confirm a trueposition overlap of the vehicles. For instance, existing solutions donot take into account positioning uncertainty, do not account forcertain position overlap under positioning uncertainty, do not accountfor position overlap due to a vehicle operating two or more onboardunits (OBUs), do not account for differences in generation time betweenvehicle-based messages, are unable to distinguish between a positionoverlap due to an attack or due to a collision, in addition to otherdeficiencies.

In some aspects of the present disclosure, systems, apparatuses, methods(also referred to as processes), and computer-readable media(collectively referred to herein as “systems and techniques”) aredescribed herein for providing a robust and enhanced detection ofposition overlap of vehicles. The systems and techniques can effectivelyincrease an accuracy of the detection of a position overlap betweenvehicles. In one or more aspects, one or more techniques (e.g., fourdisclosed techniques) may be used either separately or in anycombination together to accurately determine whether an indication of aposition overlap between two or more vehicles is due to an attack (e.g.,a misbehaving vehicle generating invalid information), due to a singlevehicle transmitting vehicle-based messages simultaneously with twoOn-Board Units (OBUs), or due to a collision of the vehicles. Thedisclosed techniques utilized for detection of position overlap mayinclude a first technique that provides a method for uncertaintymeasurements provided with position and dimension estimates (e.g., V2Xposition and dimension estimates), a second technique that provides amethod for removing overlap indications caused by a duty vehicle (e.g.,a police vehicle or an emergency vehicle) simultaneously using two OBUsto transmit vehicle-based messages, a third technique that provides amethod that synchronizes temporally vehicle-based messages (e.g., V2Xvehicle-based messages) provided with generation times (e.g., V2Xgeneration times), and a fourth technique that provides a physicalturbulence analysis using motion estimates (e.g., V2X motion estimates)of the vehicles.

Additional aspects of the present disclosure are described in moredetail below.

As used herein, the terms “user equipment” (UE) and “network entity” arenot intended to be specific or otherwise limited to any particular radioaccess technology (RAT), unless otherwise noted. In general, a UE may beany wireless communication device (e.g., a mobile phone, router, tabletcomputer, laptop computer, and/or tracking device, etc.), wearable(e.g., smartwatch, smart-glasses, wearable ring, and/or an extendedreality (XR) device such as a virtual reality (VR) headset, an augmentedreality (AR) headset or glasses, or a mixed reality (MR) headset),vehicle (e.g., automobile, motorcycle, bicycle, etc.), and/or Internetof Things (IoT) device, etc., used by a user to communicate over awireless communications network. A UE may be mobile or may (e.g., atcertain times) be stationary, and may communicate with a radio accessnetwork (RAN). As used herein, the term “UE” may be referred tointerchangeably as an “access terminal” or “AT,” a “client device,” a“wireless device,” a “subscriber device,” a “subscriber terminal,” a“subscriber station,” a “user terminal” or “UT,” a “mobile device,” a“mobile terminal,” a “mobile station,” or variations thereof. Generally,UEs can communicate with a core network via a RAN, and through the corenetwork the UEs can be connected with external networks such as theInternet and with other UEs. Of course, other mechanisms of connectingto the core network and/or the Internet are also possible for the UEs,such as over wired access networks, wireless local area network (WLAN)networks (e.g., based on IEEE 802.11 communication standards, etc.) andso on.

In some cases, a network entity can be implemented in an aggregated ormonolithic base station or server architecture, or alternatively, in adisaggregated base station or server architecture, and may include oneor more of a central unit (CU), a distributed unit (DU), a radio unit(RU), a Near-Real Time (Near-RT) RAN Intelligent Controller (RIC), or aNon-Real Time (Non-RT) RIC. In some cases, a network entity can includea server device, such as a Multi-access Edge Compute (MEC) device. Abase station or server (e.g., with an aggregated/monolithic base stationarchitecture or disaggregated base station architecture) may operateaccording to one of several RATs in communication with UEs, road sideunits (RSUs), and/or other devices depending on the network in which itis deployed, and may be alternatively referred to as an access point(AP), a network node, a NodeB (NB), an evolved NodeB (eNB), a nextgeneration eNB (ng-eNB), a New Radio (NR) Node B (also referred to as agNB or gNodeB), etc. A base station may be used primarily to supportwireless access by UEs, including supporting data, voice, and/orsignaling connections for the supported UEs. In some systems, a basestation may provide edge node signaling functions while in other systemsit may provide additional control and/or network management functions. Acommunication link through which UEs can send signals to a base stationis called an uplink (UL) channel (e.g., a reverse traffic channel, areverse control channel, an access channel, etc.). A communication linkthrough which the base station can send signals to UEs is called adownlink (DL) or forward link channel (e.g., a paging channel, a controlchannel, a broadcast channel, or a forward traffic channel, etc.). Theterm traffic channel (TCH), as used herein, can refer to either anuplink, reverse or downlink, and/or a forward traffic channel.

The term “network entity” or “base station” (e.g., with anaggregated/monolithic base station architecture or disaggregated basestation architecture) may refer to a single physical TRP or to multiplephysical TRPs that may or may not be co-located. For example, where theterm “network entity” or “base station” refers to a single physical TRP,the physical TRP may be an antenna of the base station corresponding toa cell (or several cell sectors) of the base station. Where the term“network entity” or “base station” refers to multiple co-locatedphysical TRPs, the physical TRPs may be an array of antennas (e.g., asin a multiple-input multiple-output (MIMO) system or where the basestation employs beamforming) of the base station. Where the term “basestation” refers to multiple non-co-located physical TRPs, the physicalTRPs may be a distributed antenna system (DAS) (a network of spatiallyseparated antennas connected to a common source via a transport medium)or a remote radio head (RRH) (a remote base station connected to aserving base station). Alternatively, the non-co-located physical TRPsmay be the serving base station receiving the measurement report fromthe UE and a neighbor base station whose reference radio frequency (RF)signals (or simply “reference signals”) the UE is measuring. Because aTRP is the point from which a base station transmits and receiveswireless signals, as used herein, references to transmission from orreception at a base station are to be understood as referring to aparticular TRP of the base station.

In some implementations that support positioning of UEs, a networkentity or base station may not support wireless access by UEs (e.g., maynot support data, voice, and/or signaling connections for UEs), but mayinstead transmit reference signals to UEs to be measured by the UEs,and/or may receive and measure signals transmitted by the UEs. Such abase station may be referred to as a positioning beacon (e.g., whentransmitting signals to UEs) and/or as a location measurement unit(e.g., when receiving and measuring signals from UEs).

A roadside unit (RSU) is a device that can transmit and receive messagesover a communications link or interface (e.g., a cellular-based sidelinkor PC5 interface, an 802.11 or WiFi™ based Dedicated Short RangeCommunication (DSRC) interface, and/or other interface) to and from oneor more UEs, other RSUs, and/or base stations. An example of messagesthat can be transmitted and received by an RSU includesvehicle-to-everything (V2X) messages, which are described in more detailbelow. RSUs can be located on various transportation infrastructuresystems, including roads, bridges, parking lots, toll booths, and/orother infrastructure systems. In some examples, an RSU can facilitatecommunication between UEs (e.g., vehicles, pedestrian user devices,and/or other UEs) and the transportation infrastructure systems. In someimplementations, a RSU can be in communication with a server, basestation, and/or other system that can perform centralized managementfunctions.

An RSU can communicate with a communications system of a UE. Forexample, an intelligent transport system (ITS) of a UE (e.g., a vehicleand/or other UE) can be used to generate and sign messages fortransmission to an RSU and to validate messages received from an RSU. AnRSU can communicate (e.g., over a PC5 interface, DSRC interface, etc.)with vehicles traveling along a road, bridge, or other infrastructuresystem in order to obtain traffic-related data (e.g., time, speed,location, etc. of the vehicle). In some cases, in response to obtainingthe traffic-related data, the RSU can determine or estimate trafficcongestion information (e.g., a start of traffic congestion, an end oftraffic congestion, etc.), a travel time, and/or other information for aparticular location. In some examples, the RSU can communicate withother RSUs (e.g., over a PC5 interface, DSRC interface, etc.) in orderto determine the traffic-related data. The RSU can transmit theinformation (e.g., traffic congestion information, travel timeinformation, and/or other information) to other vehicles, pedestrianUEs, and/or other UEs. For example, the RSU can broadcast or otherwisetransmit the information to any UE (e.g., vehicle, pedestrian UE, etc.)that is in a coverage range of the RSU.

A radio frequency signal or “RF signal” comprises an electromagneticwave of a given frequency that transports information through the spacebetween a transmitter and a receiver. As used herein, a transmitter maytransmit a single “RF signal” or multiple “RF signals” to a receiver.However, the receiver may receive multiple “RF signals” corresponding toeach transmitted RF signal due to the propagation characteristics of RFsignals through multipath channels. The same transmitted RF signal ondifferent paths between the transmitter and receiver may be referred toas a “multipath” RF signal. As used herein, an RF signal may also bereferred to as a “wireless signal” or simply a “signal” where it isclear from the context that the term “signal” refers to a wirelesssignal or an RF signal.

According to various aspects, FIG. 1 illustrates an exemplary wirelesscommunications system 100. The wireless communications system 100 (whichmay also be referred to as a wireless wide area network (WWAN)) caninclude various base stations 102 and various UEs 104. In some aspects,the base stations 102 may also be referred to as “network entities” or“network nodes.” One or more of the base stations 102 can be implementedin an aggregated or monolithic base station architecture. Additionallyor alternatively, one or more of the base stations 102 can beimplemented in a disaggregated base station architecture, and mayinclude one or more of a central unit (CU), a distributed unit (DU), aradio unit (RU), a Near-Real Time (Near-RT) RAN Intelligent Controller(RIC), or a Non-Real Time (Non-RT) RIC. The base stations 102 caninclude macro cell base stations (high power cellular base stations)and/or small cell base stations (low power cellular base stations). Inan aspect, the macro cell base station may include eNBs and/or ng-eNBswhere the wireless communications system 100 corresponds to a long termevolution (LTE) network, or gNBs where the wireless communicationssystem 100 corresponds to a NR network, or a combination of both, andthe small cell base stations may include femtocells, picocells,microcells, etc.

The base stations 102 may collectively form a RAN and interface with acore network 170 (e.g., an evolved packet core (EPC) or a 5G core (5GC))through backhaul links 122, and through the core network 170 to one ormore location servers 172 (which may be part of core network 170 or maybe external to core network 170). In addition to other functions, thebase stations 102 may perform functions that relate to one or more oftransferring user data, radio channel ciphering and deciphering,integrity protection, header compression, mobility control functions(e.g., handover, dual connectivity), inter-cell interferencecoordination, connection setup and release, load balancing, distributionfor non-access stratum (NAS) messages, NAS node selection,synchronization, RAN sharing, multimedia broadcast multicast service(MBMS), subscriber and equipment trace, RAN information management(RIM), paging, positioning, and delivery of warning messages. The basestations 102 may communicate with each other directly or indirectly(e.g., through the EPC or 5GC) over backhaul links 134, which may bewired and/or wireless.

The base stations 102 may wirelessly communicate with the UEs 104. Eachof the base stations 102 may provide communication coverage for arespective geographic coverage area 110. In an aspect, one or more cellsmay be supported by a base station 102 in each coverage area 110. A“cell” is a logical communication entity used for communication with abase station (e.g., over some frequency resource, referred to as acarrier frequency, component carrier, carrier, band, or the like), andmay be associated with an identifier (e.g., a physical cell identifier(PCI), a virtual cell identifier (VCI), a cell global identifier (CGI))for distinguishing cells operating via the same or a different carrierfrequency. In some cases, different cells may be configured according todifferent protocol types (e.g., machine-type communication (MTC),narrowband IoT (NB-IoT), enhanced mobile broadband (eMBB), or others)that may provide access for different types of UEs. Because a cell issupported by a specific base station, the term “cell” may refer toeither or both of the logical communication entity and the base stationthat supports it, depending on the context. In addition, because a TRPis typically the physical transmission point of a cell, the terms “cell”and “TRP” may be used interchangeably. In some cases, the term “cell”may also refer to a geographic coverage area of a base station (e.g., asector), insofar as a carrier frequency can be detected and used forcommunication within some portion of geographic coverage areas 110.

While neighboring macro cell base station 102 geographic coverage areas110 may partially overlap (e.g., in a handover region), some of thegeographic coverage areas 110 may be substantially overlapped by alarger geographic coverage area 110. For example, a small cell basestation 102′ may have a coverage area 110′ that substantially overlapswith the coverage area 110 of one or more macro cell base stations 102.A network that includes both small cell and macro cell base stations maybe known as a heterogeneous network. A heterogeneous network may alsoinclude home eNBs (HeNBs), which may provide service to a restrictedgroup known as a closed subscriber group (CSG).

The communication links 120 between the base stations 102 and the UEs104 may include uplink (also referred to as reverse link) transmissionsfrom a UE 104 to a base station 102 and/or downlink (also referred to asforward link) transmissions from a base station 102 to a UE 104. Thecommunication links 120 may use MIMO antenna technology, includingspatial multiplexing, beamforming, and/or transmit diversity. Thecommunication links 120 may be through one or more carrier frequencies.Allocation of carriers may be asymmetric with respect to downlink anduplink (e.g., more or less carriers may be allocated for downlink thanfor uplink).

The wireless communications system 100 may further include a WLAN AP 150in communication with WLAN stations (STAs) 152 via communication links154 in an unlicensed frequency spectrum (e.g., 5 Gigahertz (GHz)). Whencommunicating in an unlicensed frequency spectrum, the WLAN STAs 152and/or the WLAN AP 150 may perform a clear channel assessment (CCA) orlisten before talk (LBT) procedure prior to communicating in order todetermine whether the channel is available. In some examples, thewireless communications system 100 can include devices (e.g., UEs, etc.)that communicate with one or more UEs 104, base stations 102, APs 150,etc. utilizing the ultra-wideband (UWB) spectrum. The UWB spectrum canrange from 3.1 to 10.5 GHz.

The small cell base station 102′ may operate in a licensed and/or anunlicensed frequency spectrum. When operating in an unlicensed frequencyspectrum, the small cell base station 102′ may employ LTE or NRtechnology and use the same 5 GHz unlicensed frequency spectrum as usedby the WLAN AP 150. The small cell base station 102′, employing LTEand/or 5G in an unlicensed frequency spectrum, may boost coverage toand/or increase capacity of the access network. NR in unlicensedspectrum may be referred to as NR-U. LTE in an unlicensed spectrum maybe referred to as LTE-U, licensed assisted access (LAA), or MulteFire.

The wireless communications system 100 may further include a millimeterwave (mmW) base station 180 that may operate in mmW frequencies and/ornear mmW frequencies in communication with a UE 182. The mmW basestation 180 may be implemented in an aggregated or monolithic basestation architecture, or alternatively, in a disaggregated base stationarchitecture (e.g., including one or more of a CU, a DU, a RU, a Near-RTRIC, or a Non-RT RIC). Extremely high frequency (EHF) is part of the RFin the electromagnetic spectrum. EHF has a range of 30 GHz to 300 GHzand a wavelength between 1 millimeter and 10 millimeters. Radio waves inthis band may be referred to as a millimeter wave. Near mmW may extenddown to a frequency of 3 GHz with a wavelength of 100 millimeters. Thesuper high frequency (SHF) band extends between 3 GHz and 30 GHz, alsoreferred to as centimeter wave. Communications using the mmW and/or nearmmW radio frequency band have high path loss and a relatively shortrange. The mmW base station 180 and the UE 182 may utilize beamforming(transmit and/or receive) over an mmW communication link 184 tocompensate for the extremely high path loss and short range. Further, itwill be appreciated that in alternative configurations, one or more basestations 102 may also transmit using mmW or near mmW and beamforming.Accordingly, it will be appreciated that the foregoing illustrations aremerely examples and should not be construed to limit the various aspectsdisclosed herein.

Transmit beamforming is a technique for focusing an RF signal in aspecific direction. Traditionally, when a network node or entity (e.g.,a base station) broadcasts an RF signal, it broadcasts the signal in alldirections (omni-directionally). With transmit beamforming, the networknode determines where a given target device (e.g., a UE) is located(relative to the transmitting network node) and projects a strongerdownlink RF signal in that specific direction, thereby providing afaster (in terms of data rate) and stronger RF signal for the receivingdevice(s). To change the directionality of the RF signal whentransmitting, a network node can control the phase and relativeamplitude of the RF signal at each of the one or more transmitters thatare broadcasting the RF signal. For example, a network node may use anarray of antennas (referred to as a “phased array” or an “antennaarray”) that creates a beam of RF waves that can be “steered” to pointin different directions, without actually moving the antennas.Specifically, the RF current from the transmitter is fed to theindividual antennas with the correct phase relationship so that theradio waves from the separate antennas add together to increase theradiation in a desired direction, while canceling to suppress radiationin undesired directions.

Transmit beams may be quasi-collocated, meaning that they appear to thereceiver (e.g., a UE) as having the same parameters, regardless ofwhether or not the transmitting antennas of the network node themselvesare physically collocated. In NR, there are four types ofquasi-collocation (QCL) relations. Specifically, a QCL relation of agiven type means that certain parameters about a second reference RFsignal on a second beam can be derived from information about a sourcereference RF signal on a source beam. Thus, if the source reference RFsignal is QCL Type A, the receiver can use the source reference RFsignal to estimate the Doppler shift, Doppler spread, average delay, anddelay spread of a second reference RF signal transmitted on the samechannel. If the source reference RF signal is QCL Type B, the receivercan use the source reference RF signal to estimate the Doppler shift andDoppler spread of a second reference RF signal transmitted on the samechannel. If the source reference RF signal is QCL Type C, the receivercan use the source reference RF signal to estimate the Doppler shift andaverage delay of a second reference RF signal transmitted on the samechannel. If the source reference RF signal is QCL Type D, the receivercan use the source reference RF signal to estimate the spatial receiveparameter of a second reference RF signal transmitted on the samechannel.

In receiving beamforming, the receiver uses a receive beam to amplify RFsignals detected on a given channel. For example, the receiver canincrease the gain setting and/or adjust the phase setting of an array ofantennas in a particular direction to amplify (e.g., to increase thegain level of) the RF signals received from that direction. Thus, when areceiver is said to beamform in a certain direction, it means the beamgain in that direction is high relative to the beam gain along otherdirections, or the beam gain in that direction is the highest comparedto the beam gain of other beams available to the receiver. This resultsin a stronger received signal strength, (e.g., reference signal receivedpower (RSRP), reference signal received quality (RSRQ),signal-to-interference-plus-noise ratio (SINR), etc.) of the RF signalsreceived from that direction.

Receive beams may be spatially related. A spatial relation means thatparameters for a transmit beam for a second reference signal can bederived from information about a receive beam for a first referencesignal. For example, a UE may use a particular receive beam to receiveone or more reference downlink reference signals (e.g., positioningreference signals (PRS), tracking reference signals (TRS), phasetracking reference signal (PTRS), cell-specific reference signals (CRS),channel state information reference signals (CSI-RS), primarysynchronization signals (PSS), secondary synchronization signals (SSS),synchronization signal blocks (SSBs), etc.) from a network node orentity (e.g., a base station). The UE can then form a transmit beam forsending one or more uplink reference signals (e.g., uplink positioningreference signals (UL-PRS), sounding reference signal (SRS),demodulation reference signals (DMRS), PTRS, etc.) to that network nodeor entity (e.g., a base station) based on the parameters of the receivebeam.

Note that a “downlink” beam may be either a transmit beam or a receivebeam, depending on the entity forming it. For example, if a network nodeor entity (e.g., a base station) is forming the downlink beam totransmit a reference signal to a UE, the downlink beam is a transmitbeam. If the UE is forming the downlink beam, however, it is a receivebeam to receive the downlink reference signal. Similarly, an “uplink”beam may be either a transmit beam or a receive beam, depending on theentity forming it. For example, if a network node or entity (e.g., abase station) is forming the uplink beam, it is an uplink receive beam,and if a UE is forming the uplink beam, it is an uplink transmit beam.

In 5G, the frequency spectrum in which wireless network nodes orentities (e.g., base stations 102/180, UEs 104/182) operate is dividedinto multiple frequency ranges, FR1 (from 450 to 6000 Megahertz (MHz)),FR2 (from 24250 to 52600 MHz), FR3 (above 52600 MHz), and FR4 (betweenFR1 and FR2). In a multi-carrier system, such as 5G, one of the carrierfrequencies is referred to as the “primary carrier” or “anchor carrier”or “primary serving cell” or “PCell,” and the remaining carrierfrequencies are referred to as “secondary carriers” or “secondaryserving cells” or “SCells.” In carrier aggregation, the anchor carrieris the carrier operating on the primary frequency (e.g., FR1) utilizedby a UE 104/182 and the cell in which the UE 104/182 either performs theinitial radio resource control (RRC) connection establishment procedureor initiates the RRC connection re-establishment procedure. The primarycarrier carries all common and UE-specific control channels, and may bea carrier in a licensed frequency (however, this is not always thecase). A secondary carrier is a carrier operating on a second frequency(e.g., FR2) that may be configured once the RRC connection isestablished between the UE 104 and the anchor carrier and that may beused to provide additional radio resources. In some cases, the secondarycarrier may be a carrier in an unlicensed frequency. The secondarycarrier may contain only necessary signaling information and signals,for example, those that are UE-specific may not be present in thesecondary carrier, since both primary uplink and downlink carriers aretypically UE-specific. This means that different UEs 104/182 in a cellmay have different downlink primary carriers. The same is true for theuplink primary carriers. The network is able to change the primarycarrier of any UE 104/182 at any time. This is done, for example, tobalance the load on different carriers. Because a “serving cell”(whether a PCell or an SCell) corresponds to a carrier frequency and/orcomponent carrier over which some base station is communicating, theterm “cell,” “serving cell,” “component carrier,” “carrier frequency,”and the like can be used interchangeably.

For example, still referring to FIG. 1 , one of the frequencies utilizedby the macro cell base stations 102 may be an anchor carrier (or“PCell”) and other frequencies utilized by the macro cell base stations102 and/or the mmW base station 180 may be secondary carriers(“SCells”). In carrier aggregation, the base stations 102 and/or the UEs104 may use spectrum up to Y MHz (e.g., 5, 10, 15, 20, 100 MHz)bandwidth per carrier up to a total of Yx MHz (x component carriers) fortransmission in each direction. The component carriers may or may not beadjacent to each other on the frequency spectrum. Allocation of carriersmay be asymmetric with respect to the downlink and uplink (e.g., more orless carriers may be allocated for downlink than for uplink). Thesimultaneous transmission and/or reception of multiple carriers enablesthe UE 104/182 to significantly increase its data transmission and/orreception rates. For example, two 20 MHz aggregated carriers in amulti-carrier system would theoretically lead to a two-fold increase indata rate (i.e., 40 MHz), compared to that attained by a single 20 MHzcarrier.

In order to operate on multiple carrier frequencies, a base station 102and/or a UE 104 is equipped with multiple receivers and/or transmitters.For example, a UE 104 may have two receivers, “Receiver 1” and “Receiver2,” where “Receiver 1” is a multi-band receiver that can be tuned toband (i.e., carrier frequency) ‘X’ or band ‘Y,’ and “Receiver 2” is aone-band receiver tuneable to band ‘Z’ only. In this example, if the UE104 is being served in band ‘X,’ band ‘X’ would be referred to as thePCell or the active carrier frequency, and “Receiver 1” would need totune from band ‘X’ to band ‘Y’ (an SCell) in order to measure band ‘Y’(and vice versa). In contrast, whether the UE 104 is being served inband ‘X’ or band ‘Y,’ because of the separate “Receiver 2,” the UE 104can measure band ‘Z’ without interrupting the service on band ‘X’ orband ‘Y.’

The wireless communications system 100 may further include a UE 164 thatmay communicate with a macro cell base station 102 over a communicationlink 120 and/or the mmW base station 180 over an mmW communication link184. For example, the macro cell base station 102 may support a PCelland one or more SCells for the UE 164 and the mmW base station 180 maysupport one or more SCells for the UE 164.

The wireless communications system 100 may further include one or moreUEs, such as UE 190, that connects indirectly to one or morecommunication networks via one or more device-to-device (D2D)peer-to-peer (P2P) links (referred to as “sidelinks”). In the example ofFIG. 1 , UE 190 has a D2D P2P link 192 with one of the UEs 104 connectedto one of the base stations 102 (e.g., through which UE 190 mayindirectly obtain cellular connectivity) and a D2D P2P link 194 withWLAN STA 152 connected to the WLAN AP 150 (through which UE 190 mayindirectly obtain WLAN-based Internet connectivity). In an example, theD2D P2P links 192 and 194 may be supported with any well-known D2D RAT,such as LTE Direct (LTE-D), Wi-Fi Direct (Wi-Fi-D), Bluetooth®, and soon.

FIG. 2 is a diagram illustrating an example of a disaggregated basestation architecture, which may be employed by the disclosed systems andmethods for a robust and enhanced detection of position overlap ofvehicles, in accordance with some examples. Deployment of communicationsystems, such as 5G NR systems, may be arranged in multiple manners withvarious components or constituent parts. In a 5G NR system, or network,a network node, a network entity, a mobility element of a network, aradio access network (RAN) node, a core network node, a network element,or a network equipment, such as a base station (BS), or one or moreunits (or one or more components) performing base station functionality,may be implemented in an aggregated or disaggregated architecture. Forexample, a BS (such as a Node B (NB), evolved NB (eNB), NR BS, 5G NB,AP, a transmit receive point (TRP), or a cell, etc.) may be implementedas an aggregated base station (also known as a standalone BS or amonolithic BS) or a disaggregated base station.

An aggregated base station may be configured to utilize a radio protocolstack that is physically or logically integrated within a single RANnode. A disaggregated base station may be configured to utilize aprotocol stack that is physically or logically distributed among two ormore units (such as one or more central or centralized units (CUs), oneor more distributed units (DUs), or one or more radio units (RUs)). Insome aspects, a CU may be implemented within a RAN node, and one or moreDUs may be co-located with the CU, or alternatively, may begeographically or virtually distributed throughout one or multiple otherRAN nodes. The DUs may be implemented to communicate with one or moreRUs. Each of the CU, DU and RU also can be implemented as virtual units,i.e., a virtual central unit (VCU), a virtual distributed unit (VDU), ora virtual radio unit (VRU).

Base station-type operation or network design may consider aggregationcharacteristics of base station functionality. For example,disaggregated base stations may be utilized in an integrated accessbackhaul (IAB) network, an open radio access network (O-RAN (such as thenetwork configuration sponsored by the O-RAN Alliance)), or avirtualized radio access network (vRAN, also known as a cloud radioaccess network (C-RAN)). Disaggregation may include distributingfunctionality across two or more units at various physical locations, aswell as distributing functionality for at least one unit virtually,which can enable flexibility in network design. The various units of thedisaggregated base station, or disaggregated RAN architecture, can beconfigured for wired or wireless communication with at least one otherunit.

As previously mentioned, FIG. 2 shows a diagram illustrating an exampledisaggregated base station 201 architecture. The disaggregated basestation 201 architecture may include one or more central units (CUs) 211that can communicate directly with a core network 223 via a backhaullink, or indirectly with the core network 223 through one or moredisaggregated base station units (such as a Near-Real Time (Near-RT) RANIntelligent Controller (RIC) 227 via an E2 link, or a Non-Real Time(Non-RT) RIC 217 associated with a Service Management and Orchestration(SMO) Framework 207, or both). A CU 211 may communicate with one or moredistributed units (DUs) 231 via respective midhaul links, such as an F1interface. The DUs 231 may communicate with one or more radio units(RUs) 241 via respective fronthaul links. The RUs 241 may communicatewith respective UEs 221 via one or more RF access links. In someimplementations, the UE 221 may be simultaneously served by multiple RUs241.

Each of the units, i.e., the CUs 211, the DUs 231, the RUs 241, as wellas the Near-RT RICs 227, the Non-RT RICs 217 and the SMO Framework 207,may include one or more interfaces or be coupled to one or moreinterfaces configured to receive or transmit signals, data, orinformation (collectively, signals) via a wired or wireless transmissionmedium. Each of the units, or an associated processor or controllerproviding instructions to the communication interfaces of the units, canbe configured to communicate with one or more of the other units via thetransmission medium. For example, the units can include a wiredinterface configured to receive or transmit signals over a wiredtransmission medium to one or more of the other units. Additionally, theunits can include a wireless interface, which may include a receiver, atransmitter or transceiver (such as an RF transceiver), configured toreceive or transmit signals, or both, over a wireless transmissionmedium to one or more of the other units.

In some aspects, the CU 211 may host one or more higher layer controlfunctions. Such control functions can include radio resource control(RRC), packet data convergence protocol (PDCP), service data adaptationprotocol (SDAP), or the like. Each control function can be implementedwith an interface configured to communicate signals with other controlfunctions hosted by the CU 211. The CU 211 may be configured to handleuser plane functionality (i.e., Central Unit-User Plane (CU-UP)),control plane functionality (i.e., Central Unit-Control Plane (CU-CP)),or a combination thereof. In some implementations, the CU 211 can belogically split into one or more CU-UP units and one or more CU-CPunits. The CU-UP unit can communicate bidirectionally with the CU-CPunit via an interface, such as the E1 interface when implemented in anO-RAN configuration. The CU 211 can be implemented to communicate withthe DU 131, as necessary, for network control and signaling.

The DU 231 may correspond to a logical unit that includes one or morebase station functions to control the operation of one or more RUs 241.In some aspects, the DU 231 may host one or more of a radio link control(RLC) layer, a medium access control (MAC) layer, and one or more highphysical (PHY) layers (such as modules for forward error correction(FEC) encoding and decoding, scrambling, modulation and demodulation, orthe like) depending, at least in part, on a functional split, such asthose defined by the 3^(rd) Generation Partnership Project (3GPP). Insome aspects, the DU 231 may further host one or more low PHY layers.Each layer (or module) can be implemented with an interface configuredto communicate signals with other layers (and modules) hosted by the DU231, or with the control functions hosted by the CU 211.

Lower-layer functionality can be implemented by one or more RUs 241. Insome deployments, an RU 241, controlled by a DU 231, may correspond to alogical node that hosts RF processing functions, or low-PHY layerfunctions (such as performing fast Fourier transform (FFT), inverse FFT(iFFT), digital beamforming, physical random access channel (PRACH)extraction and filtering, or the like), or both, based at least in parton the functional split, such as a lower layer functional split. In suchan architecture, the RU(s) 241 can be implemented to handle over the air(OTA) communication with one or more UEs 221. In some implementations,real-time and non-real-time aspects of control and user planecommunication with the RU(s) 241 can be controlled by the correspondingDU 231. In some scenarios, this configuration can enable the DU(s) 231and the CU 211 to be implemented in a cloud-based RAN architecture, suchas a vRAN architecture.

The SMO Framework 207 may be configured to support RAN deployment andprovisioning of non-virtualized and virtualized network elements. Fornon-virtualized network elements, the SMO Framework 207 may beconfigured to support the deployment of dedicated physical resources forRAN coverage requirements which may be managed via an operations andmaintenance interface (such as an O1 interface). For virtualized networkelements, the SMO Framework 207 may be configured to interact with acloud computing platform (such as an open cloud (O-Cloud) 291) toperform network element life cycle management (such as to instantiatevirtualized network elements) via a cloud computing platform interface(such as an O2 interface). Such virtualized network elements caninclude, but are not limited to, CUs 211, DUs 231, RUs 241 and Near-RTRICs 227. In some implementations, the SMO Framework 207 can communicatewith a hardware aspect of a 4G RAN, such as an open eNB (O-eNB) 213, viaan O1 interface. Additionally, in some implementations, the SMOFramework 207 can communicate directly with one or more RUs 241 via anO1 interface. The SMO Framework 207 also may include a Non-RT RIC 217configured to support functionality of the SMO Framework 207.

The Non-RT RIC 217 may be configured to include a logical function thatenables non-real-time control and optimization of RAN elements andresources, Artificial Intelligence/Machine Learning (AI/ML) workflowsincluding model training and updates, or policy-based guidance ofapplications/features in the Near-RT RIC 227. The Non-RT RIC 217 may becoupled to or communicate with (such as via an A1 interface) the Near-RTRIC 227. The Near-RT RIC 227 may be configured to include a logicalfunction that enables near-real-time control and optimization of RANelements and resources via data collection and actions over an interface(such as via an E2 interface) connecting one or more CUs 211, one ormore DUs 231, or both, as well as an O-eNB 213, with the Near-RT RIC227.

In some implementations, to generate AI/ML models to be deployed in theNear-RT RIC 227, the Non-RT RIC 217 may receive parameters or externalenrichment information from external servers. Such information may beutilized by the Near-RT RIC 227 and may be received at the SMO Framework207 or the Non-RT RIC 217 from non-network data sources or from networkfunctions. In some examples, the Non-RT RIC 217 or the Near-RT RIC 227may be configured to tune RAN behavior or performance. For example, theNon-RT RIC 217 may monitor long-term trends and patterns for performanceand employ AI/ML models to perform corrective actions through the SMOFramework 207 (such as reconfiguration via 01) or via creation of RANmanagement policies (such as A1 policies).

FIG. 3 illustrates examples of different communication mechanisms usedby various UEs. In one example of sidelink communications, FIG. 3illustrates a vehicle 304, a vehicle 305, and an RSU 303 communicatingwith each other using PC5, DSRC, or other device to device directsignaling interfaces. In addition, the vehicle 304 and the vehicle 305may communicate with a base station 302 (shown as BS 302) using anetwork (Uu) interface. The base station 302 can include a gNB in someexamples. FIG. 3 also illustrates a user device 307 communicating withthe base station 302 using a network (Uu) interface. As described below,functionalities can be transferred from a vehicle (e.g., vehicle 304) toa user device (e.g., user device 307) based on one or morecharacteristics or factors (e.g., temperature, humidity, etc.). In oneillustrative example, V2X functionality can be transitioned from thevehicle 304 to the user device 307, after which the user device 307 cancommunicate with other vehicles (e.g., vehicle 305) over a PC5 interface(or other device to device direct interface, such as a DSRC interface),as shown in FIG. 3 .

While FIG. 3 illustrates a particular number of vehicles (e.g., twovehicles 304 and 305) communicating with each other and/or with RSU 303,BS 302, and/or user device 307, the present disclosure is not limitedthereto. For instance, tens or hundreds of such vehicles may becommunicating with one another and/or with RSU 303, BS 302, and/or userdevice 307. At any given point in time, each such vehicle, RSU 303, BS302, and/or user device 307 may transmit various types of information asmessages to other nearby vehicles resulting in each vehicle (e.g.,vehicles 304 and/or 305), RSU 303, BS 302, and/or user device 307receiving hundreds or thousands of messages from other nearby vehicles,RSUs, base stations, and/or other UEs per second.

While PC5 interfaces are shown in FIG. 3 , the various UEs (e.g.,vehicles, user devices, etc.) and RSU(s) can communicate directly usingany suitable type of direct interface, such as an 802.11 DSRC interface,a Bluetooth™ interface, and/or other interface. For example, a vehiclecan communicate with a user device over a direct communicationsinterface (e.g., using PC5 and/or DSRC), a vehicle can communicate withanother vehicle over the direct communications interface, a user devicecan communicate with another user device over the direct communicationsinterface, a UE (e.g., a vehicle, user device, etc.) can communicatewith an RSU over the direct communications interface, an RSU cancommunicate with another RSU over the direct communications interface,and the like.

FIG. 4 is a block diagram illustrating an example a vehicle computingsystem 450 of a vehicle 404. The vehicle 404 is an example of a UE thatcan communicate with a network (e.g., an eNB, a gNB, a positioningbeacon, a location measurement unit, and/or other network entity) over aUu interface and with other UEs using V2X communications over a PC5interface (or other device to device direct interface, such as a DSRCinterface). As shown, the vehicle computing system 450 can include atleast a power management system 451, a control system 452, aninfotainment system 454, an intelligent transport system (ITS) 455, oneor more sensor systems 456, and a communications system 458. In somecases, the vehicle computing system 450 can include or can beimplemented using any type of processing device or system, such as oneor more central processing units (CPUs), digital signal processors(DSPs), application specific integrated circuits (ASICs), fieldprogrammable gate arrays (FPGAs), application processors (APs), graphicsprocessing units (GPUs), vision processing units (VPUs), Neural NetworkSignal Processors (NSPs), microcontrollers, dedicated hardware, anycombination thereof, and/or other processing device or system.

The control system 452 can be configured to control one or moreoperations of the vehicle 404, the power management system 451, thecomputing system 450, the infotainment system 454, the ITS 455, and/orone or more other systems of the vehicle 404 (e.g., a braking system, asteering system, a safety system other than the ITS 455, a cabin system,and/or other system). In some examples, the control system 452 caninclude one or more electronic control units (ECUs). An ECU can controlone or more of the electrical systems or subsystems in a vehicle.Examples of specific ECUs that can be included as part of the controlsystem 452 include an engine control module (ECM), a powertrain controlmodule (PCM), a transmission control module (TCM), a brake controlmodule (BCM), a central control module (CCM), a central timing module(CTM), among others. In some cases, the control system 452 can receivesensor signals from the one or more sensor systems 456 and cancommunicate with other systems of the vehicle computing system 450 tooperate the vehicle 404.

The vehicle computing system 450 also includes a power management system451. In some implementations, the power management system 451 caninclude a power management integrated circuit (PMIC), a standby battery,and/or other components. In some cases, other systems of the vehiclecomputing system 450 can include one or more PMICs, batteries, and/orother components. The power management system 451 can perform powermanagement functions for the vehicle 404, such as managing a powersupply for the computing system 450 and/or other parts of the vehicle.For example, the power management system 451 can provide a stable powersupply in view of power fluctuations, such as based on starting anengine of the vehicle. In another example, the power management system451 can perform thermal monitoring operations, such as by checkingambient and/or transistor junction temperatures. In another example, thepower management system 451 can perform certain functions based ondetecting a certain temperature level, such as causing a cooling system(e.g., one or more fans, an air conditioning system, etc.) to coolcertain components of the vehicle computing system 450 (e.g., thecontrol system 452, such as one or more ECUs), shutting down certainfunctionalities of the vehicle computing system 450 (e.g., limiting theinfotainment system 454, such as by shutting off one or more displays,disconnecting from a wireless network, etc.), among other functions.

The vehicle computing system 450 further includes a communicationssystem 458. The communications system 458 can include both software andhardware components for transmitting signals to and receiving signalsfrom a network (e.g., a gNB or other network entity over a Uu interface)and/or from other UEs (e.g., to another vehicle or UE over a PC5interface, WiFi interface (e.g., DSRC), Bluetooth™ interface, and/orother wireless and/or wired interface). For example, the communicationssystem 458 is configured to transmit and receive information wirelesslyover any suitable wireless network (e.g., a 3G network, 4G network, 5Gnetwork, WiFi network, Bluetooth™ network, and/or other network). Thecommunications system 458 includes various components or devices used toperform the wireless communication functionalities, including anoriginal equipment manufacturer (OEM) subscriber identity module(referred to as a SIM or SIM card) 460, a user SIM 462, and a modem 464.While the vehicle computing system 450 is shown as having two SIMs andone modem, the computing system 450 can have any number of SIMs (e.g.,one SIM or more than two SIMs) and any number of modems (e.g., onemodem, two modems, or more than two modems) in some implementations.

A SIM is a device (e.g., an integrated circuit) that can securely storean international mobile subscriber identity (IMSI) number and a relatedkey (e.g., an encryption-decryption key) of a particular subscriber oruser. The IMSI and key can be used to identify and authenticate thesubscriber on a particular UE. The OEM SIM 460 can be used by thecommunications system 458 for establishing a wireless connection forvehicle-based operations, such as for conducting emergency-calling(eCall) functions, communicating with a communications system of thevehicle manufacturer (e.g., for software updates, etc.), among otheroperations. The OEM SIM 460 can be important for the OEM SIM to supportcritical services, such as eCall for making emergency calls in the eventof a car accident or other emergency. For instance, eCall can include aservice that automatically dials an emergency number (e.g., “9-1-1” inthe United States, “1-1-2” in Europe, etc.) in the event of a vehicleaccident and communicates a location of the vehicle to the emergencyservices, such as a police department, fire department, etc.

The user SIM 462 can be used by the communications system 458 forperforming wireless network access functions in order to support a userdata connection (e.g., for conducting phone calls, messaging,Infotainment related services, among others). In some cases, a userdevice of a user can connect with the vehicle computing system 450 overan interface (e.g., over PC5, Bluetooth™, WiFI™ (e.g., DSRC), auniversal serial bus (USB) port, and/or other wireless or wiredinterface). Once connected, the user device can transfer wirelessnetwork access functionality from the user device to communicationssystem 458 the vehicle, in which case the user device can ceaseperformance of the wireless network access functionality (e.g., duringthe period in which the communications system 458 is performing thewireless access functionality). The communications system 458 can begininteracting with a base station to perform one or more wirelesscommunication operations, such as facilitating a phone call,transmitting and/or receiving data (e.g., messaging, video, audio,etc.), among other operations. In such cases, other components of thevehicle computing system 450 can be used to output data received by thecommunications system 458. For example, the infotainment system 454(described below) can display video received by the communicationssystem 458 on one or more displays and/or can output audio received bythe communications system 458 using one or more speakers.

A modem is a device that modulates one or more carrier wave signals toencode digital information for transmission, and demodulates signals todecode the transmitted information. The modem 464 (and/or one or moreother modems of the communications system 458) can be used forcommunication of data for the OEM SIM 460 and/or the user SIM 462. Insome examples, the modem 464 can include a 4G (or LTE) modem and anothermodem (not shown) of the communications system 458 can include a 5G (orNR) modem. In some examples, the communications system 458 can includeone or more Bluetooth™ modems (e.g., for Bluetooth™ Low Energy (BLE) orother type of Bluetooth communications), one or more WiFi™ modems (e.g.,for DSRC communications and/or other WiFi communications), widebandmodems (e.g., an ultra-wideband (UWB) modem), any combination thereof,and/or other types of modems.

In some cases, the modem 464 (and/or one or more other modems of thecommunications system 458) can be used for performing V2X communications(e.g., with other vehicles for V2V communications, with other devicesfor D2D communications, with infrastructure systems for V2Icommunications, with pedestrian UEs for V2P communications, etc.). Insome examples, the communications system 458 can include a V2X modemused for performing V2X communications (e.g., sidelink communicationsover a PC5 interface or DSRC interface), in which case the V2X modem canbe separate from one or more modems used for wireless network accessfunctions (e.g., for network communications over a network/Uu interfaceand/or sidelink communications other than V2X communications).

In some examples, the communications system 458 can be or can include atelematics control unit (TCU). In some implementations, the TCU caninclude a network access device (NAD) (also referred to in some cases asa network control unit or NCU). The NAD can include the modem 464, anyother modem not shown in FIG. 4 , the OEM SIM 460, the user SIM 462,and/or other components used for wireless communications. In someexamples, the communications system 458 can include a Global NavigationSatellite System (GNSS). In some cases, the GNSS can be part of the oneor more sensor systems 456, as described below. The GNSS can provide theability for the vehicle computing system 450 to perform one or morelocation services, navigation services, and/or other services that canutilize GNSS functionality.

In some cases, the communications system 458 can further include one ormore wireless interfaces (e.g., including one or more transceivers andone or more baseband processors for each wireless interface) fortransmitting and receiving wireless communications, one or more wiredinterfaces (e.g., a serial interface such as a universal serial bus(USB) input, a lightening connector, and/or other wired interface) forperforming communications over one or more hardwired connections, and/orother components that can allow the vehicle 404 to communicate with anetwork and/or other UEs.

The vehicle computing system 450 can also include an infotainment system454 that can control content and one or more output devices of thevehicle 404 that can be used to output the content. The infotainmentsystem 454 can also be referred to as an in-vehicle infotainment (IVI)system or an In-car entertainment (ICE) system. The content can includenavigation content, media content (e.g., video content, music or otheraudio content, and/or other media content), among other content. The oneor more output devices can include one or more graphical userinterfaces, one or more displays, one or more speakers, one or moreextended reality devices (e.g., a VR, AR, and/or MR headset), one ormore haptic feedback devices (e.g., one or more devices configured tovibrate a seat, steering wheel, and/or other part of the vehicle 404),and/or other output device.

In some examples, the computing system 450 can include the intelligenttransport system (ITS) 455. In some examples, the ITS 455 can be usedfor implementing V2X communications. For example, an ITS stack of theITS 455 can generate V2X messages based on information from anapplication layer of the ITS. In some cases, the application layer candetermine whether certain conditions have been met for generatingmessages for use by the ITS 455 and/or for generating messages that areto be sent to other vehicles (for V2V communications), to pedestrian UEs(for V2P communications), and/or to infrastructure systems (for V2Icommunications). In some cases, the communications system 458 and/or theITS 455 can obtain car access network (CAN) information (e.g., fromother components of the vehicle via a CAN bus). In some examples, thecommunications system 458 (e.g., a TCU NAD) can obtain the CANinformation via the CAN bus and can send the CAN information to aPHY/MAC layer of the ITS 455. The ITS 455 can provide the CANinformation to the ITS stack of the ITS 455. The CAN information caninclude vehicle related information, such as a heading of the vehicle,speed of the vehicle, breaking information, among other information. TheCAN information can be continuously or periodically (e.g., every 1millisecond (ms), every 10 ms, or the like) provided to the ITS 455.

The conditions used to determine whether to generate messages can bedetermined using the CAN information based on safety-relatedapplications and/or other applications, including applications relatedto road safety, traffic efficiency, infotainment, business, and/or otherapplications. In one illustrative example, the ITS 455 can perform lanechange assistance or negotiation. For instance, using the CANinformation, the ITS 455 can determine that a driver of the vehicle 404is attempting to change lanes from a current lane to an adjacent lane(e.g., based on a blinker being activated, based on the user veering orsteering into an adjacent lane, etc.). Based on determining the vehicle404 is attempting to change lanes, the ITS 455 can determine alane-change condition has been met that is associated with a message tobe sent to other vehicles that are nearby the vehicle in the adjacentlane. The ITS 455 can trigger the ITS stack to generate one or moremessages for transmission to the other vehicles, which can be used tonegotiate a lane change with the other vehicles. Other examples ofapplications include forward collision warning, automatic emergencybreaking, lane departure warning, pedestrian avoidance or protection(e.g., when a pedestrian is detected near the vehicle 404, such as basedon V2P communications with a UE of the user), traffic sign recognition,among others.

The ITS 455 can use any suitable protocol to generate messages (e.g.,V2X messages). Examples of protocols that can be used by the ITS 455include one or more Society of Automotive Engineering (SAE) standards,such as SAE J2735, SAE J2945, SAE J3161, and/or other standards, whichare hereby incorporated by reference in their entirety and for allpurposes.

A security layer of the ITS 455 can be used to securely sign messagesfrom the ITS stack that are sent to and verified by other UEs configuredfor V2X communications, such as other vehicles, pedestrian UEs, and/orinfrastructure systems. The security layer can also verify messagesreceived from such other UEs. In some implementations, the signing andverification processes can be based on a security context of thevehicle. In some examples, the security context may include one or moreencryption-decryption algorithms, a public and/or private key used togenerate a signature using an encryption-decryption algorithm, and/orother information. For example, each ITS message generated by the ITS455 can be signed by the security layer of the ITS 455. The signaturecan be derived using a public key and an encryption-decryptionalgorithm. A vehicle, pedestrian UE, and/or infrastructure systemreceiving a signed message can verify the signature to make sure themessage is from an authorized vehicle. In some examples, the one or moreencryption-decryption algorithms can include one or more symmetricencryption algorithms (e.g., advanced encryption standard (AES), dataencryption standard (DES), and/or other symmetric encryption algorithm),one or more asymmetric encryption algorithms using public and privatekeys (e.g., Rivest-Shamir-Adleman (RSA) and/or other asymmetricencryption algorithm), and/or other encryption-decryption algorithm.

In some examples, the ITS 455 can determine certain operations (e.g.,V2X-based operations) to perform based on messages received from otherUEs. The operations can include safety-related and/or other operations,such as operations for road safety, traffic efficiency, infotainment,business, and/or other applications. In some examples, the operationscan include causing the vehicle (e.g., the control system 452) toperform automatic functions, such as automatic breaking, automaticsteering (e.g., to maintain a heading in a particular lane), automaticlane change negotiation with other vehicles, among other automaticfunctions. In one illustrative example, a message can be received by thecommunications system 458 from another vehicle (e.g., over a PC5interface, a DSRC interface, or other device to device direct interface)indicating that the other vehicle is coming to a sudden stop. Inresponse to receiving the message, the ITS stack can generate a messageor instruction and can send the message or instruction to the controlsystem 452, which can cause the control system 452 to automaticallybreak the vehicle 404 so that it comes to a stop before making impactwith the other vehicle.

In other illustrative examples, the operations can include triggeringdisplay of a message alerting a driver that another vehicle is in thelane next to the vehicle, a message alerting the driver to stop thevehicle, a message alerting the driver that a pedestrian is in anupcoming cross-walk, a message alerting the driver that a toll booth iswithin a certain distance (e.g., within 1 mile) of the vehicle, amongothers.

In some examples, the ITS 455 can receive a large number of messagesfrom the other UEs (e.g., vehicles, RSUs, etc.), in which case the ITS455 will authenticate (e.g., decode and decrypt) each of the messagesand/or determine which operations to perform. Such a large number ofmessages can lead to a large computational load for the vehiclecomputing system 450. In some cases, the large computational load cancause a temperature of the computing system 450 to increase. Risingtemperatures of the components of the computing system 450 can adverselyaffect the ability of the computing system 450 to process the largenumber of incoming messages. One or more functionalities can betransitioned from the vehicle 404 to another device (e.g., a userdevice, a RSU, etc.) based on a temperature of the vehicle computingsystem 450 (or component thereof) exceeding or approaching one or morethermal levels. Transitioning the one or more functionalities can reducethe computational load on the vehicle 404, helping to reduce thetemperature of the components. A thermal load balancer can be providedthat enable the vehicle computing system 450 to perform thermal basedload balancing to control a processing load depending on the temperatureof the computing system 450 and processing capacity of the vehiclecomputing system 450.

The computing system 450 further includes one or more sensor systems 456(e.g., a first sensor system through an Nth sensor system, where N is avalue equal to or greater than 0). When including multiple sensorsystems, the sensor system(s) 456 can include different types of sensorsystems that can be arranged on or in different parts the vehicle 404.The sensor system(s) 456 can include one or more camera sensor systems,LIDAR sensor systems, radio detection and ranging (RADAR) sensorsystems, Electromagnetic Detection and Ranging (EmDAR) sensor systems,Sound Navigation and Ranging (SONAR) sensor systems, Sound Detection andRanging (SODAR) sensor systems, Global Navigation Satellite System(GNSS) receiver systems (e.g., one or more Global Positioning System(GPS) receiver systems), accelerometers, gyroscopes, inertialmeasurement units (IMUs), infrared sensor systems, laser rangefindersystems, ultrasonic sensor systems, infrasonic sensor systems,microphones, any combination thereof, and/or other sensor systems. Itshould be understood that any number of sensors or sensor systems can beincluded as part of the computing system 450 of the vehicle 404.

While the vehicle computing system 450 is shown to include certaincomponents and/or systems, one of ordinary skill will appreciate thatthe vehicle computing system 450 can include more or fewer componentsthan those shown in FIG. 4 . For example, the vehicle computing system450 can also include one or more input devices and one or more outputdevices (not shown). In some implementations, the vehicle computingsystem 450 can also include (e.g., as part of or separate from thecontrol system 452, the infotainment system 454, the communicationssystem 458, and/or the sensor system(s) 456) at least one processor andat least one memory having computer-executable instructions that areexecuted by the at least one processor. The at least one processor is incommunication with and/or electrically connected to (referred to asbeing “coupled to” or “communicatively coupled”) the at least onememory. The at least one processor can include, for example, one or moremicrocontrollers, one or more central processing units (CPUs), one ormore field programmable gate arrays (FPGAs), one or more graphicsprocessing units (GPUs), one or more application processors (e.g., forrunning or executing one or more software applications), and/or otherprocessors. The at least one memory can include, for example, read-onlymemory (ROM), random access memory (RAM) (e.g., static RAM (SRAM)),electrically erasable programmable read-only memory (EEPROM), flashmemory, one or more buffers, one or more databases, and/or other memory.The computer-executable instructions stored in or on the at least memorycan be executed to perform one or more of the functions or operationsdescribed herein.

FIG. 5 illustrates an example of a computing system 570 of a user device507. The user device 507 is an example of a UE that can be used by anend-user. For example, the user device 507 can include a mobile phone,router, tablet computer, laptop computer, tracking device, wearabledevice (e.g., a smart watch, glasses, an XR device, etc.), Internet ofThings (IoT) device, and/or other device used by a user to communicateover a wireless communications network. The computing system 570includes software and hardware components that can be electrically orcommunicatively coupled via a bus 589 (or may otherwise be incommunication, as appropriate). For example, the computing system 570includes one or more processors 584. The one or more processors 584 caninclude one or more CPUs, ASICs, FPGAs, APs, GPUs, VPUs, NSPs,microcontrollers, dedicated hardware, any combination thereof, and/orother processing device or system. The bus 589 can be used by the one ormore processors 584 to communicate between cores and/or with the one ormore memory devices 586.

The computing system 570 may also include one or more memory devices586, one or more digital signal processors (DSPs) 582, one or more SIMs574, one or more modems 576, one or more wireless transceivers 578, anantenna 587, one or more input devices 572 (e.g., a camera, a mouse, akeyboard, a touch sensitive screen, a touch pad, a keypad, a microphone,and/or the like), and one or more output devices 580 (e.g., a display, aspeaker, a printer, and/or the like).

The one or more wireless transceivers 578 can receive wireless signals(e.g., signal 588) via antenna 587 from one or more other devices, suchas other user devices, vehicles (e.g., vehicle 404 of FIG. 4 describedabove), network devices (e.g., base stations such as eNBs and/or gNBs,WiFI routers, etc.), cloud networks, and/or the like. In some examples,the computing system 570 can include multiple antennae. The wirelesssignal 588 may be transmitted via a wireless network. The wirelessnetwork may be any wireless network, such as a cellular ortelecommunications network (e.g., 3G, 4G, 5G, etc.), wireless local areanetwork (e.g., a WiFi network), a Bluetooth™ network, and/or othernetwork. In some examples, the one or more wireless transceivers 578 mayinclude an RF front end including one or more components, such as anamplifier, a mixer (also referred to as a signal multiplier) for signaldown conversion, a frequency synthesizer (also referred to as anoscillator) that provides signals to the mixer, a baseband filter, ananalog-to-digital converter (ADC), one or more power amplifiers, amongother components. The RF front-end can generally handle selection andconversion of the wireless signals 588 into a baseband or intermediatefrequency and can convert the RF signals to the digital domain.

In some cases, the computing system 570 can include a coding-decodingdevice (or CODEC) configured to encode and/or decode data transmittedand/or received using the one or more wireless transceivers 578. In somecases, the computing system 570 can include an encryption-decryptiondevice or component configured to encrypt and/or decrypt data (e.g.,according to the AES and/or DES standard) transmitted and/or received bythe one or more wireless transceivers 578.

The one or more SIMs 574 can each securely store an IMSI number andrelated key assigned to the user of the user device 507. As noted above,the IMSI and key can be used to identify and authenticate the subscriberwhen accessing a network provided by a network service provider oroperator associated with the one or more SIMs 574. The one or moremodems 576 can modulate one or more signals to encode information fortransmission using the one or more wireless transceivers 578. The one ormore modems 576 can also demodulate signals received by the one or morewireless transceivers 578 in order to decode the transmittedinformation. In some examples, the one or more modems 576 can include a4G (or LTE) modem, a 5G (or NR) modem, a modem configured for V2Xcommunications, and/or other types of modems. The one or more modems 576and the one or more wireless transceivers 578 can be used forcommunicating data for the one or more SIMs 574.

The computing system 570 can also include (and/or be in communicationwith) one or more non-transitory machine-readable storage media orstorage devices (e.g., one or more memory devices 586), which caninclude, without limitation, local and/or network accessible storage, adisk drive, a drive array, an optical storage device, a solid-statestorage device such as a RAM and/or a ROM, which can be programmable,flash-updateable and/or the like. Such storage devices may be configuredto implement any appropriate data storage, including without limitation,various file systems, database structures, and/or the like.

In various aspects, functions may be stored as one or morecomputer-program products (e.g., instructions or code) in memorydevice(s) 586 and executed by the one or more processor(s) 584 and/orthe one or more DSPs 582. The computing system 570 can also includesoftware elements (e.g., located within the one or more memory devices586), including, for example, an operating system, device drivers,executable libraries, and/or other code, such as one or more applicationprograms, which may comprise computer programs implementing thefunctions provided by various aspects, and/or may be designed toimplement methods and/or configure systems, as described herein.

FIG. 6 illustrates an example 600 of wireless communication betweendevices based on sidelink communication, such as V2X or other D2Dcommunication. The communication may be based on a slot structure. Forexample, transmitting UE 602 may transmit a transmission 614, e.g.,comprising a control channel and/or a corresponding data channel, thatmay be received by receiving UEs 604, 606, 608. At least one UE maycomprise an autonomous vehicle or an unmanned aerial vehicle. A controlchannel may include information for decoding a data channel and may alsobe used by receiving device to avoid interference by refraining fromtransmitting on the occupied resources during a data transmission. Thenumber of TTIs, as well as the RBs that will be occupied by the datatransmission, may be indicated in a control message from thetransmitting device. The UEs 602, 604, 606, 608 may each be capable ofoperating as a transmitting device in addition to operating as areceiving device. Thus, UEs 606, 608 are illustrated as transmittingtransmissions 616, 620. The transmissions 614, 616, 620 (and 618 by RSU607) may be broadcast or multicast to nearby devices. For example, UE614 may transmit communication intended for receipt by other UEs withina range 601 of UE 614. Additionally/alternatively, RSU 607 may receivecommunication from and/or transmit communication 618 to UEs 602, 604,606, 608. UE 602, 604, 606, 608 or RSU 607 may comprise a detectioncomponent. UE 602, 604, 606, 608 or RSU 607 may also comprise a BSM ormitigation component.

In wireless communications, such as V2X communications, V2X entities mayperform sensor sharing with other V2X entities for cooperative andautomated driving. For example, with reference to diagram 700 of FIG.7A, the host vehicle (HV) 702 may detect a number of items within itsenvironment. For example, the HV 702 may detect the presence of thenon-V2X entity (NV) 706 at block 732. The HV 702 may inform otherentities, such as a first remote vehicle (RV1) 704 or a road side unit(RSU) 708, about the presence of the NV 706, if the RV1 704 and/or theRSU 708, by themselves, are unable to detect the NV 706. The HV 702informing the RV1 704 and/or the RSU 708 about the NV 706 is a sharingof sensor information. With reference to diagram 710 of FIG. 7B, the HV702 may detect a physical obstacle 712, such as a pothole, debris, or anobject that may be an obstruction in the path of the HV 702 and/or RV1704 that has not yet been detected by RV1 704 and/or RSU 708. The HV 702may inform the RV1 and/or the RSU 708 of the obstacle 712, such that theobstacle 712 may be avoided. With reference to diagram 720 of FIG. 7C,the HV 702 may detect the presence of a vulnerable road user (VRU) 722and may share the detection of the VRU 722 with the RV1 704 and the RSU708, in instances where the RSU 708 and/or RV1 704 may not be able todetect the VRU 722. With reference to diagram 730 of FIG. 7D, the HV,upon detection of a nearby entity (e.g., NV, VRU, obstacle) may transmita sensor data sharing message (SDSM) 734 to the RV and/or the RSU toshare the detection of the entity. The SDSM 734 may be a broadcastmessage such that any receiving device within the vicinity of the HV mayreceive the message. In some instances, the shared information may berelayed to other entities, such as RVs. For example, with reference todiagram 800 of FIG. 8 , the HV 802 may detect the presence of the NV 806and/or the VRU 822. The HV 802 may broadcast the SDSM 810 to the RSU 808to report the detection of NV 806 and/or VRU 822. The RSU 808 may relaythe SDSM 810 received from the HV 802 to remote vehicles such that theremote vehicles are aware of the presence of the NV 806 and/or VRU 822.For example, the RSU 808 may transmit an SDSM 812 to the RV1 804, wherethe SDSM 812 includes information related to the detection of NV 806and/or VRU 822.

FIG. 9 is a diagram illustrating an example of a system 900 for sensorsharing in wireless communications (e.g., C-V2X communications), inaccordance with some aspects of the present disclosure. In FIG. 9 , thesystem 900 is shown to include a plurality of equipped (e.g., V2Xcapable) network devices. The plurality of equipped network devicesincludes vehicles (e.g., automobiles) 910 a, 910 b, 910 c, 910 d, and anRSU 905. Also shown are a plurality of non-equipped network devices,which include a non-equipped vehicle 920, a VRU (e.g., a bicyclist) 930,and a pedestrian 940. The system 900 may comprise more or less equippednetwork devices and/or more or less non-equipped network devices, thanas shown in FIG. 9 . In addition, the system 900 may comprise more orless different types of equipped network devices (e.g., which mayinclude equipped UEs) and/or more or less different types ofnon-equipped network devices (e.g., which may include non-equipped UEs)than as shown in FIG. 9 . In addition, in one or more examples, theequipped network devices may be equipped with heterogeneous capability,which may include, but is not limited to, C-V2X/DSRC capability, 4G/5Gcellular connectivity, GPS capability, camera capability, radarcapability, and/or LIDAR capability.

The plurality of equipped network devices may be capable of performingV2X communications. In addition, at least some of the equipped networkdevices are configured to transmit and receive sensing signals for radar(e.g., RF sensing signals) and/or LIDAR (e.g., optical sensing signals)to detect nearby vehicles and/or objects. Additionally or alternatively,in some cases, at least some of the equipped network devices areconfigured to detect nearby vehicles and/or objects using one or morecameras (e.g., by processing images captured by the one or more camerasto detect the vehicles/objects). In one or more examples, vehicles 910a, 910 b, 910 c, 910 d and RSU 905 may be configured to transmit andreceive sensing signals of some kind (e.g., radar and/or LIDAR sensingsignals).

In some examples, some of the equipped network devices may have highercapability sensors (e.g., GPS receivers, cameras, RF antennas, and/oroptical lasers and/or optical sensors) than other equipped networkdevices of the system 900. For example, vehicle 910 b may be a luxuryvehicle and, as such, have more expensive, higher capability sensorsthan other vehicles that are economy vehicles. In one illustrativeexample, vehicle 910 b may have one or more higher capability LIDARsensors (e.g., high capability optical lasers and optical sensors) thanthe other equipped network devices in the system 900. In oneillustrative example, a LIDAR of vehicle 910 b may be able to detect aVRU (e.g., cyclist) 930 and/or a pedestrian 940 with a large degree ofconfidence (e.g., a seventy percent degree of confidence). In anotherexample, vehicle 910 b may have higher capability radar (e.g., highcapability RF antennas) than the other equipped network devices in thesystem 900. For instance, the radar of vehicle 910 b may be able todetect the VRU (e.g., cyclist) 930 and/or pedestrian 940 with a degreeof confidence (e.g., an eight-five percent degree of confidence). Inanother example, vehicle 910 b may have higher capability camera (e.g.,with higher resolution capabilities, higher frame rate capabilities,better lens, etc.) than the other equipped network devices in the system900.

During operation of the system 900, the equipped network devices (e.g.,RSU 905 and/or at least one of the vehicles 910 a, 910 b, 910 c, 910 d)may transmit and/or receive sensing signals (e.g., RF and/or opticalsignals) to sense and detect vehicles (e.g., vehicles 910 a, 910 b, 910c, 910 d, and 920) and/or objects (e.g., VRU 930 and pedestrian 940)located within and surrounding the road. The equipped network devices(e.g., RSU 905 and/or at least one of the vehicles 910 a, 910 b, 910 c,910 d) may then use the sensing signals to determine characteristics(e.g., motion, dimensions, type, heading, and speed) of the detectedvehicles and/or objects. The equipped network devices (e.g., RSU 905and/or at least one of the vehicles 910 a, 910 b, 910 c, 910 d) maygenerate at least one vehicle-based message 915 (e.g., a C-V2X message,such as a Sensor Data Sharing Message (SDSM), a Basic Safety Message(BSM), a Cooperative Awareness Message (CAM), a Collective PerceptionMessages (CPM), a Decentralized Environmental Message (DENM), and/orother type of message) including information related to the determinedcharacteristics of the detected vehicles and/or objects.

The vehicle-based message 915 may include information related to thedetected vehicle or object (e.g., a position of the vehicle or object,an accuracy of the position, a speed of the vehicle or object, adirection in which the vehicle or object is traveling, and/or otherinformation related to the vehicle or object), traffic conditions (e.g.,low speed and/or dense traffic, high speed traffic, information relatedto an accident, etc.), weather conditions (e.g., rain, snow, etc.),message type (e.g., an emergency message, a non-emergency or “regular”message), etc.), road topology (line-of-sight (LOS) or non-LOS (NLOS),etc.), any combination, thereof, and/or other information. In someexamples, the vehicle-based message 915 may also include informationregarding the equipped network device's preference to receivevehicle-based messages from other certain equipped network devices. Insome cases, the vehicle-based message 915 may include the currentcapabilities of the equipped network device (e.g., vehicles 910 a, 910b, 910 c, 910 d), such as the equipped network device's sensingcapabilities (which can affect the equipped network device's accuracy insensing vehicles and/or objects), processing capabilities, the equippednetwork device's thermal status (which can affect the vehicle's abilityto process data), and the equipped network device's state of health.

In some aspects, the vehicle-based message 915 may include a dynamicneighbor list (also referred to as a Local Dynamic Map (LDM) or adynamic surrounding map) for each of the equipped network devices (e.g.,vehicles 910 a, 910 b, 910 c, 910 d and RSU 905). For example, eachdynamic neighbor list can include a listing of all of the vehiclesand/or objects that are located within a specific predetermined distance(or radius of distance) away from a corresponding equipped networkdevice. In some cases, each dynamic neighbor list includes a mapping,which may include roads and terrain topology, of all of the vehiclesand/or objects that are located within a specific predetermined distance(or radius of distance) away from a corresponding equipped networkdevice.

In some implementations, the vehicle-based message 915 may include aspecific use case or safety warning, such as a do-not-pass warning(DNPW) or a forward collision warning (FCW), related to the currentconditions of the equipped network device (e.g., vehicles 910 a, 910 b,910 c, 910 d). In some examples, the vehicle-based message 915 may be inthe form of a standard Basic Safety Message (BSM), a CooperativeAwareness Message (CAM), a Collective Perception Message (CPM), a SensorData Sharing Message (SDSM) (e.g., SAE J3224 SDSM), a DecentralizedEnvironmental Message (DENM), and/or other format.

FIG. 10 is a diagram 1000 illustrating an example of a vehicle-basedmessage (e.g., vehicle-based message 915 of FIG. 9 ), in accordance withsome aspects of the present disclosure. The vehicle-based message 915 isshown as a sensor-sharing message (e.g., an SDSM), but can include aBSM, a CAM, a CPM, DENM, or other vehicle-based message as noted herein.In FIG. 10 , the vehicle-based message 915 is shown to include HostData1020 and Detected Object Data 1010 a, 1010 b. The HostData 1020 of thevehicle-based message 915 may include information related to thetransmitting device (e.g., the transmitting equipped network entity,such as RSU 905 or an onboard unit (OBU), such as on vehicles 910 a, 910b, 910 c, 910 d) of the vehicle-based message 915. The Detected ObjectData 1010 a, 1010 b of the vehicle-based message 915 may includeinformation related to the detected vehicle or object (e.g., static ordynamic characteristics related to the detected vehicle or object,and/or other information related to the detected vehicle or object).

These vehicle-based messages 915 are beneficial because they can providean awareness and understanding to the equipped network devices (e.g.,vehicles 910 a, 910 b, 910 c, 910 d of FIG. 9 ) of upcoming potentialroad dangers (e.g., unforeseen oncoming vehicles, accidents, and roadconditions).

As previously mentioned, vehicle-based messages (e.g., vehicle-basedmessage 915 of FIG. 9 ) are beneficial because they can provide anawareness and understanding to vehicles of upcoming potential roaddangers (e.g., unforeseen oncoming vehicles, accidents, and roadconditions). In some cases, information in the vehicle-based messagescan indicate that two vehicles are overlapping each other, which may bereferred to as a position overlap (PO) of the vehicles. Informationrevealing a position overlap of vehicles can be an indication of acollision between the two vehicles. However, in some cases, theinformation indicating a position overlap may be invalid informationthat has been generated by a misbehaving vehicle. A misbehaving vehiclecan be defined as a vehicle that is reporting incorrect information orhas low-quality sensors (e.g., radar, LIDAR, camera, GNSS, or othersensors) that result in information that is completely or partiallyinaccurate (e.g., an indication of position or location that is off by acertain amount).

Currently, activities are underway in numerous Standards DevelopmentOrganizations (SDOs) and other forums to define a misbehavior detectionand reporting system for V2X applications, in which devices that receiveV2X vehicle-based messages can carry out tests (e.g., referred to as“running detectors”) to determine whether the information containedwithin the vehicle-based messages is, in fact, accurately indicating thefacts on the ground. If the information is not accurately indicating thefacts on the ground, the messages can be considered to be “misbehavior”from a misbehaving sender (e.g., misbehaving vehicle, misbehaving UE,etc.) and the messages can be potentially reported to a centralmisbehavior authority (MA) of a misbehavior detection system. Themisbehavior detection system may initiate an enforcement action againstthe misbehaving senders (e.g., misbehaving vehicles). Not all“misbehavior” that is flagged by the misbehavior detection subsystem maynecessarily be reported to the MA. One factor that could affect whetheror not misbehavior is reported is a confidence in the decision of themisbehavior detection subsystem that the V2X vehicle-based messages are“misbehavior” and thus incorrectly representing the facts on the ground.

A V2X vehicle-based message contains an identifier (e.g., a digitalcertificate or a certificate digest/hash) of its transmitter, whichallows for the MA to identify the incriminated vehicle. In a V2Xcontext, special vehicles (e.g., police vehicles) may have severalcertificate types/profiles (e.g., one profile for on-duty activities andanother profile for off-duty activities). This certificate profilecontains a set of permissions allowing the use of V2X services as wellas message types and message fields designed for this profile. Currentimplementations of this concept can vary. For instance, a specialvehicle may have a transmitting device, such as an On-Board Unit (OBU),that supports managing the profile change. In some cases, a specialvehicle may operate two OBUs, which can include an in-vehicle OBUcontaining one certificate profile and an aftermarket OBU containinganother certificate profile. This two-OBU setup may not manage theprofile change. Thus, both OBUs may transmit V2X messages concurrently,each with their respective certificate profile.

Some V2X standards, such as the European Telecommunications StandardsInstitute (ETSI) standard, have defined a plurality of differentdetectors for detecting misbehavior. The current standards do notinclude a detector for position overlap. Currently, there are someposition overlap detector techniques utilized to confirm the existenceof a position overlap of vehicles. However, many of these techniques donot consistently achieve accurate results (e.g., these techniquesresults in many false positive position overlap events) because theyfail to take into account a number of parameters that may be needed toconfirm a true position overlap of the vehicles. As such, thesetechniques cannot effectively distinguish between a position overlap dueto an attack (e.g., an attack by a misbehaving vehicle) or due to acollision of the vehicles.

Some current techniques do not account for the positioning uncertaintyof the vehicles. These techniques employ position overlap detectors thatdo not account for positioning uncertainty when determining a positionoverlap event. As such, the position overlap detector may output aresult (e.g., a position overlap or not) without providing a confidencelevel of the result. Thus, the misbehavior detection subsystem of themisbehavior detection system may wrongly report a vehicle asmisbehaving. If all reporters (e.g., vehicles and/or misbehaviordetection subsystems) of the misbehaving detection system follow thesame scheme, then a vehicle wrongly accused of misbehaving may berevoked from the system and/or ignored by other the vehicles in thesystem.

Current position overlap detector techniques do not account for casesthat indicate a position overlap of vehicles, even in the presence of apositioning uncertainty. As such, these techniques may assume that theposition overlap of the vehicles is real, even when there is positioninguncertainty. The absence of certainty leads to a risk of misdetection ofa position overlap by the detector. As result, an undetected or anincorrectly detected position overlap can have an impact on the V2Xecosystem.

Also, current position overlap detector techniques do not account for aposition overlap due to a vehicle (e.g., a duty vehicle, such as apolice car or an emergency vehicle) operating two On-Board Units (OBUs),which may include a built-in OBU in the vehicle for on-duty (e.g.,police on-duty) activities and an aftermarket OBU for off-dutyactivities. The built-in OBU and the aftermarket OBU may have differentprofiles from each other and may both independently transmitvehicle-based messages simultaneously. For example, at time t, thevehicle may be located at position X. Then, at time t+Δ, the vehicle maybe located at position X+Δ. A receiver (e.g., a vehicle) of thevehicle-based messages, which are transmitted from both of the OBUs onthe vehicle, may not realize that the vehicle-based messages are beingtransmitted from the same vehicle, and may instead assume that thevehicle-based messages are being transmitted from two different vehiclesbecause the vehicle-based messages have two different profiles. As such,the receiver may incorrectly determine that there is a position overlapof two vehicles. As a result, the receiver may report a position overlapevent, which can indicate a collision, between two vehicles.

Additionally, current position overlap detector techniques do notaccount for a temporal synchronization between two vehicle-basedmessages transmitted by different transmitters (e.g., differentvehicles) at different times. As such, these techniques do not accountfor differences in the generation times between vehicle-based messagestransmitted from different vehicles. For example, a first vehicle-basedmessage (e.g., BSM A) transmitted by a first vehicle (e.g., vehicle A)may have a generation time timestamped at 0.1 seconds (s), and a secondvehicle-based message (e.g., BSM B) transmitted by a second vehicle(e.g., vehicle B) may have a generation time timestamped at 0.15 s. Ifboth transmitting vehicles travel at different speeds (e.g., the firstvehicle may travel at 35 meters/seconds (m/s) and the second vehicle maytravel at 5 m/s), then a 0.05 s time difference will cause a distancechange (e.g., in this example, a distance change of 1.5 m) between theposition estimates of the vehicles contained in the first vehicle-basedmessage at time 0.1 s and the second vehicle-based message at time 0.15s. As a result, the outputs of a temporally synchronized positionoverlap detector and unsynchronized position overlap detector maydiverge. As such, synchronized detectors may detect an overlap, whereasunsynchronized detectors may not detect an overlap. A synchronization ofthe vehicle-based messages (e.g., the first vehicle-based message andthe second vehicle-based message) may be needed to obtain a position ofthe vehicles (e.g., the first vehicle and the second vehicle) at thesame time (e.g., at time t), which allows for a more accuratedetermination of a position overlap.

Current position overlap detector techniques are unable to distinguishbetween a position overlap indication and a collision event. Forexample, two colliding vehicles with a high positioning uncertainty mayhave their uncertainty area overlapping each other. Surrounding vehiclesnearby may incorrectly report that both vehicles are misbehaving,instead of activating a safety application (e.g., a collision warningmessage) for a collision event.

In one or more examples, the disclosed systems and techniques provide arobust and enhanced detection of position overlap of vehicles that canaccurately detect a position overlap between vehicles. In one or moreexamples, a plurality of disclosed techniques (e.g., four techniques)are used in conjunction together to accurately determine whether anindication of a position overlap of vehicles is due to an attack (e.g.,a misbehaving vehicle generating invalid information) or due to acollision of the vehicles. The disclosed techniques utilized fordetection of position overlap may include a first technique thatprovides a method for uncertainty measurements provided with V2Xposition and dimension estimates, a second technique that provides amethod for removing overlap indications caused by a duty vehicle (e.g.,a police vehicle or an emergency vehicle) simultaneously using two OBUsto transmit vehicle-based messages, a third technique that provides amethod that synchronizes temporally V2X vehicle-based messages providedwith V2X generation times, and a fourth technique that provides aphysical turbulence analysis using V2X motion estimates of the vehicles.Details of these disclosed techniques for providing detection ofposition overlap are described in the descriptions of FIGS. 11, 12, 13,14, 15, and 16 .

In particular, FIGS. 11, 12, 13, and 14 together may illustrate thefirst technique that provides a method for uncertainty measurementsprovided with V2X position and dimension estimates. FIG. 11 is a diagram1100 illustrating examples of modified bounding boxes 1110 a, 1110 b forvehicles 1120 a, 1120 b that account for the uncertainty of thepositions of the vehicles 1120 a, 1120 b, which may be employed by thedisclosed systems and methods for a robust and enhanced detection ofposition overlap (PO) of vehicles, in accordance with some aspects ofthe present disclosure. In particular, in FIG. 11 , each of the twovehicles 1120 a, 1120 b may be depicted as a bounding box (BB) thatdefines the shape of the respective vehicle 1120 a, 1120 b.Vehicle-based messages (e.g., BSMs) may provide information regardingthe length and width of the vehicles 1120 a, 1120 b such that thebounding boxes may be generated to accurately define the area of thevehicles 1120 a, 1120 b with respect to each other. Area “A_(D)” may bethe area of each of these bounding boxes of the vehicles 1120 a, 1120 b.In addition, the vehicle-based messages may provide the heading of thevehicles 1120 a, 1120 b such that the orientation of the bounding boxesof the vehicles 1120 a, 1120 b (e.g., the orientation of the rectanglesin space) with respect to each other may be orientated with an accuraterepresentation.

Each vehicle 1120 a, 1120 b can have a positioning error, which may beprovided by the vehicle-based messages (e.g., BSMs). The positioningerror for each vehicle 1120 a, 1120 b can be represented as an ellipse1140 a, 1140 b, where the center 1130 a, 1130 b of the ellipse 1140 a,1140 b can be denoted by “C”. The center 1130 a, 1130 b, as denoted by“C”, may be the vehicle's 1120 a, 1120 b location as indicated in thevehicle-based messages (e.g., BSMs). Area “A_(E)” may be the areadefined by the shape of each of the positioning error ellipses 1140 a,1140 b.

A modified bounding box 1110 a, 1110 b may be constructed for each ofthe vehicles 1120 a, 1120 b that takes into account the positioningerrors of the vehicles 1120 a, 1120 b. The description of FIG. 12describes, in detail, an example of a process 1200 for the constructionof the modified bounding boxes 1110 a, 1110 b, which may be acomposition of the ellipses 1140 a, 1140 b and the bounding boxes of thevehicles 1120 a, 1120 b. Area “A_(D+E)” is the area of the modifiedbounding boxes 1110 a, 1110 b of the vehicles 1120 a, 1120 b. Each ofthe centers 1130 a, 1130 b “C” may be the center of the respectivemodified bounding boxes 1110 a, 1110 b.

FIG. 12 is a diagram illustrating an example of a process 1200 forgenerating a modified bounding box 1240 for a vehicle 1220 that accountsfor the uncertainty of the position of the vehicle 1220, which may beemployed by the disclosed systems and methods for a robust and enhanceddetection of position overlap (PO) of vehicles, in accordance with someaspects of the present disclosure. In FIG. 12 , during operation of theprocess 1200, at step 1 (1210 a), a length, width, and/or heading of thevehicle 1220 may be extracted from at least one vehicle-based message(e.g., BSM) regarding the vehicle 1220. Based on the extracted length,width, and/or heading of the vehicle 1220, a bounding box representingthe shape and orientation of the vehicle can be generated.

Also during the process 1200, a positioning error (e.g., a 95 percent(%) positioning error of accuracy) for the vehicle 1220 may be extractedfrom at least one vehicle-based message. Based on the extractedpositioning error for the vehicle 1220, an ellipse 1230 representing thepositioning error can be generated such that the center of the ellipse1230 is also the center of the bounding box for the vehicle 1220 andthat the ellipse 1230 is orientated similarly with the bounding box ofthe vehicle 1220. As such, the ground truth position of the center ofthe vehicle 1220 can be located somewhere within the constructed ellipse1230 with the positioning error accuracy (e.g., 95% positioning error ofaccuracy).

During operation of the process 1200, at step 2 (1210 b), the center ofthe bounding box of the vehicle 1220 may be modified or moved around theentire perimeter (e.g., boundary) of the ellipse 1230. After the centerof the bounding box of the vehicle 1220 is modified or moved around theentire perimeter (e.g., boundary) of the ellipse 1230, at step 3 (1210c) of the process 1200, the modified bounding box 1240 can be formed byfollowing the external edges of the bounding box of the vehicle 1220 asit was modified or moved around the perimeter of the ellipse 1230. Whentwo modified bounding boxes (e.g., modified bounding box 1240) intersecteach other, this can indicate that there is a potential case of positionoverlap of vehicles.

FIG. 13 is a diagram 1300 illustrating examples of a plurality ofdifferent cases Case A (1330 a), Case B (1330 b), Case A.1 (1330 c), andCase A.2 (1330 d) exhibiting potential, determined, or no positionoverlap of two vehicles, in accordance with some aspects of the presentdisclosure. In particular, Case A (1330 a) and Case B (1330 b) are casesutilizing the disclosed technique that provides a method for uncertaintymeasurements provided with V2X position and dimension estimates. CaseA.1 (1330 c) and Case A.2 (1330 d) are cases that utilize techniquesthat do not account for vehicle dimension, orientation, and positionuncertainty.

In FIG. 13 , Case A (1330 a) shows a potential position overlap of thevehicles 1310 a, 1310 b. In Case A (1330 a), modified bounding boxes1350 a, 1350 b encompass bounding boxes indicating the shapes ofvehicles 1310 a, 1310 b. The modified bounding boxes 1350 a, 1350 b areconstructed according to the positioning error ellipses 1320 a, 1320 b,the dimensions, and the orientation of the vehicles 1310 a, 1310 b. Forthis disclosed technique, when the two modified bounding boxes 1350 a,1350 b intersect each other, which produce an overlapping area 1340,this can indicate a potential position overlap of the vehicles 1310 a,1310 b (e.g., the position overlap is not null).

In Case B (1330 b) shows that there is no overlap of the vehicles 1310c, 1310 d. In Case B (1330 b), modified bounding boxes 1350 c, 1350 dencompass bounding boxes indicating the shapes of vehicles 1310 c, 1310d. The modified bounding boxes 1350 c, 1350 d are generated according tothe positioning error ellipses 1320 c, 1320 c, the dimensions, and theorientations, of the vehicles 1310 c, 1310 c. For this disclosedtechnique, when the two modified bounding boxes 1350 c, 1350 c do notintersect each other, this can indicate no position overlap of thevehicles 1310 c, 1310 d (e.g., the position overlap is null).

The currently available techniques, as employed by Case A.1 (1330 c) andCase A.2 (1330 d), do not generate modified bounding boxes, which takeinto account the dimensions and orientations of the vehicles along withthe positioning errors of the vehicles. Some techniques may determinethat there is a position overlap of the vehicles when positioning errorellipses for the vehicles overlap and/or when bounding boxes for thevehicles overlap. This determination, utilizing only the positioningerror ellipses or the bounding boxes, can produce false positiveindications of position overlap of the vehicles, and cannot detect apotential position overlap.

For example, Case A.1 (1330 c) shows a case where techniques use thepositioning error ellipses of the vehicles to determine whether there isa position overlap of the vehicles. In Case A.1 (1330 c), bounding boxesindicating the shapes of vehicles 1310 e, 1310 f are shown. Also shownare positioning error ellipses 1320 e, 1320 f of the vehicles 1310 e,1310 f. No modified bounding boxes have been created for the vehicles1310 e, 1310 f. Since the positioning error ellipses 1320 e, 1320 f ofthe vehicles 1310 e, 1310 f are not overlapping, these techniques maydetermine that there is no position overlap of the vehicles 1310 e, 1310f (e.g., the position overlap is null). However, utilizing only thepositioning error ellipses 1320 e, 1320 f of the vehicles 1310 e, 1310 ffor this determination may produce false positive indications of noposition overlap (or position overlap) of the vehicles.

For another example, Case A.2 (1330 d) shows a case where the techniquesuse the bounding boxes of the vehicles to determine whether there is aposition overlap of the vehicles. In Case A.2 (1330 d), bounding boxesindicating the shapes of vehicles 1310 g, 1310 h are shown. Additionallyshown are positioning error ellipses 1320 g, 1320 h of the vehicles 1310g, 1310 h. No modified bounding boxes have been created for the vehicles1310 g, 1310 h. Since the bounding boxes of the vehicles 1310 e, 1310 fare overlapping, these techniques may determine that there is a positionoverlap of the vehicles 1310 g, 1310 h. Since these techniques do nottake into account the position uncertainty of the vehicles, thedeterminations utilizing these techniques may produce false positiveindications of position overlap (or no position overlap) of thevehicles.

FIG. 14 is a diagram illustrating an example of a confirmed positionoverlap 1400 of two vehicles 1420 a, 1420 b by utilizing the disclosedsystem and methods for a robust and enhanced detection of positionoverlap (PO) of vehicles, in accordance with some aspects of the presentdisclosure. In particular, FIG. 14 shows how the disclosed techniqueaccounts for cases where, even in the presence of positioninguncertainty, there can be a determination of position overlap with ahigh level of certainty.

In FIG. 14 , each of the two vehicles 1420 a, 1420 b can be depicted asa bounding box that defines the shape of the respective vehicle 1420 a,1420 b. Vehicle-based messages can provide information regarding thelength and width of the vehicles 1420 a, 1420 b such that the boundingboxes can be generated to accurately depict the area of the vehicles1420 a, 1420 b with respect to each other. The vehicle-based messagesmay also provide the heading information for the vehicles 1420 a, 1420 bsuch that the orientation of the bounding boxes of the vehicles 1420 a,1420 b (e.g., the orientation of the rectangles representing thevehicles 1420 a, 1420 b) with respect to each other may be orientatedhaving an accurate representation.

The vehicle-based messages can also provide the positioning errors forthe vehicles 1420 a, 1420 b. For example, the vehicles 1420 a, 1420 bmay each have a 95% positioning error of accuracy. The positioning errorfor each of the vehicles 1420 a, 1420 b can be represented as an ellipse1430 a, 1430 b. A center 1440 a, 1440 b of each of the ellipses 1430 a,1430 b can also be the center 1440 a, 1440 b of the vehicles 1420 a,1420 b. The center 1440 a, 1440 b may also be the vehicle's 1420 a, 1420b location as indicated in the vehicle-based messages.

A modified bounding box 1410 a, 1410 b may be generated for each of thevehicles 1420 a, 1420 b that takes into account the positioning errorsof the vehicles 1420 a, 1420 b. The description of FIG. 12 describes anexample of a process 1200 for the creation of the modified boundingboxes 1410 a, 1410 b, which can use the ellipses 1140 a, 1140 b inconjunction with the bounding boxes of the vehicles 1420 a, 1420 b.

A potential position overlap can be determined to be an actual positionoverlap based on determining a threshold amount of a first modifiedbounding box (e.g., modified bounding box 1410 a) is within a secondmodified bounding box (e.g., modified bounding box 1410 b) and thethreshold amount of the second modified bounding box is within the firstmodified bounding box. The threshold amount can be based on whether acenter of an ellipse associated with the first modified bounding box(e.g., ellipse 1430 a of modified bounding box 1410 a) plus a confidenceposition value (e.g., a 95% confidence position value) is encompassed(e.g., entirely encompassed) by the second modified bounding box (e.g.,modified bounding box 1410 b). In one illustrative example referring toFIG. 14 , since the positioning error ellipse 1430 a (e.g., the centerplus the 95% confidence position value or other suitable value) forvehicle 1420 a is entirely encompassed by the modified bounding box 1410b of vehicle 1420 b, and since the positioning error ellipse 1430 b(e.g., the center plus the 95% confidence position value or othersuitable value) for vehicle 1420 b is entirely encompassed by themodified bounding box 1410 a of vehicle 1420 a, the disclosed techniquecan determine that there is a true position overlap between the vehicles1420 a, 1420 b. Some techniques are not able to have this level ofcertainty for this case (or for similar cases) regarding a true positionoverlap of the vehicles.

An example of an algorithm (e.g., pseudocode) for the disclosedtechnique (e.g., the first technique) that provides a method foruncertainty measurements provided with V2X position and dimensionestimates is as follows.

For Vehicle A and Vehicle B:

Collect BSM values: W_(E), L_(E), W_(D), L_(D), and position ComputeW_(E+D) and L_(E+D) Compute A_(D), A_(E), and A_(D+E) Compute overlap(A_(D+E) for Vehicle A, A_(D+E) for Vehicle B) If overlap (A_(D) forVehicle A, A_(E) for Vehicle B) > 0    /potential PO/    Compute A₁ forVehicle B = overlap (A_(D) for Vehicle A, A_(E) for    Vehicle B)   Compute A₁ for Vehicle A = overlap (A_(E) for Vehicle A, A_(D) for   Vehicle B)    If (A1 for Vehicle B = A_(E) for Vehicle B) and (A₁ forVehicle A =    A_(E) for Vehicle A)              /confirmed PO/      Generate a misbehavior report    Else       Proceed to furtheranalysis   /e.g., turbulence analysis/    Else       Remain idle

Where, for this algorithm, W_(E) is the width of area A_(E), L_(E) isthe length of area A_(E), W_(D) is the width of area A_(D), L_(D) thelength of area A_(D), W_(E+D) is the width of area A_(E+D), and L_(E+D)is the length of area A_(E+D).

As previously mentioned, a second technique is disclosed that provides amethod for removing overlap indications caused by a duty vehicle (e.g.,a police vehicle or an emergency vehicle) simultaneously using two OBUsto transmit vehicle-based messages. Special vehicles, such as dutyvehicles, have several roles, such as an on-duty role and an off-dutyrole (e.g., ETSI TS 102 894). As previously discussed, current positionoverlap detector techniques do not account for a position overlap due toa vehicle (e.g., a police car or an emergency vehicle) operating twoOBUs (e.g., a built-in OBU in the vehicle for on-duty activities and anaftermarket OBU for off-duty activities). The built-in OBU and theaftermarket OBU may have different profiles from each other, and mayboth independently transmit vehicle-based messages simultaneously. Forexample, at time t, the vehicle may be located at position X. Then, attime t+Δ, the vehicle may be located at position X+Δ. The difference Ain time may be small, such as 100 milliseconds (ms).

Some overlap detector techniques may incorrectly determine positionoverlap when a single vehicle transmits two vehicle-based messagesindicating a position overlap with more than one profile. These overlapdetector techniques may incorrectly determine that a position overlaphas occurred in the case where a single vehicle operates two OBUs, whereeach of which independently sends vehicle-based messages with differentprofiles. These position overlap detector techniques cannot distinguishbetween vehicle-based messages with two different profiles beingtransmitted from two different vehicles and vehicle-based messages withtwo different profiles being transmitted from a single vehicle operatingtwo OBUs. As such, these position overlap detector techniques mayincorrectly determine that there is a position overlap of two vehicles,and may report a position overlap event, which can indicate a collision,between two vehicles.

The disclosed technique (e.g., the second technique) employs twoconditions to determine whether there is a position overlap, or simply asingle vehicle transmitting the vehicle-based messages. The firstcondition is the presence of physical similarities (e.g., dimension,type, and/or motion of the vehicle) of the supposed two vehiclestransmitting the vehicle-based messages. The physical qualities of thevehicle(s) transmitting the vehicle-based messages can be containedwithin the vehicle-based messages. The presence of similar physicalqualities can be an indication that the vehicle-based messages are beingtransmitted from the same single vehicle.

The second condition involves determining whether there has been aprofile change between the vehicle-based messages (e.g., a firstvehicle-based message has one profile, such as an off-duty profile, anda second vehicle-based message has a different profile, such as anon-duty profile). To check for a difference between the profiles, thedisclosed technique detector can refer to the content of thecertificates linked to the vehicle-based messages (e.g., the firstvehicle-based message and the second vehicle-based message). Thedetermination that the certificates for the vehicle-based messages havedifferent roles (e.g., on-duty role and an off-duty role) and/or rights(e.g., specific service permissions (SSPs), which is a field within amessage, such as a CAM, that indicates specific sets of permissions,such as defined in ETSI EN 302 637-2) can be an indication that thevehicle-based messages are being transmitted from the same singlevehicle. In one or more examples, when it is determined that there is apresence of similar physical qualities (e.g., first condition) and thecertificates for the vehicle-based messages have different roles and/orrights (e.g., the second condition), the disclosed technique candetermine that the vehicle-based messages have been transmitted by asingle vehicle and, as such, there is no position overlap.

An example of algorithm (e.g., pseudocode) provided below can be used toadd the two conditions (e.g., condition 1 and condition 2) for thedisclosed technique (e.g., the second technique) that provides a methodfor removing overlap indications caused by a duty vehicle simultaneouslyusing two OBUs when transmitting vehicle-based messages to othervehicles or devices according to the disclosed technique (e.g., thefirst technique) that provides a method for uncertainty measurementsprovided with V2X position and dimension estimates.

For Vehicle A and Vehicle B:

Collect BSM values: W_(E), L_(E), W_(D), L_(D), and position Collectdata for condition 1 and condition 2 Compute W_(E+D) and L_(E+D) ComputeA_(D), A_(E), and A_(D+E) Compute overlap (A_(D+E) for Vehicle A,A_(D+E) for Vehicle B) If overlap (A_(D+E) for Vehicle A, A_(D+E) forVehicle B) > 0  /potential PO/    Compute A₁ for Vehicle B = overlap(A_(D) for Vehicle A, A_(E) for    Vehicle B)    Compute A₁ for VehicleA = overlap (A_(E) for Vehicle A, A_(D) for    Vehicle B)    If (A_(D)for Vehicle A > A_(E) for Vehicle A) and (A_(D) for Vehicle    B > A_(E)for Vehicle B) and (A₁ for Vehicle B = A_(E) for Vehicle B)    and (A₁for Vehicle A = A_(E) for Vehicle A)       If condition 1 and condition2 → label = genuine /       confirmed PO/       Else → label =attack  /misbehavior attack/    Else       label =suspicious  /potential PO/ Else    Label = genuine      /confirmed PO/

Where, W_(E) is the width of area A_(E), L_(E) is the length of areaA_(E), W_(D) is the width of area A_(D), L_(D) the length of area A_(D),W_(E+D) is the width of area A_(E+D), and L_(E+D) is the length of areaA_(E+D).

An example of a full algorithm (e.g., pseudocode) for the disclosedtechnique (e.g., the second technique) that provides a method forremoving overlap indications caused by a duty vehicle (e.g., a policevehicle or an emergency vehicle) simultaneously using two OBUs totransmit vehicle-based messages.

For Vehicle A and Vehicle B:

Collect BSM values: W_(E), L_(E), W_(D), L_(D), and position Collectdata for condition 1 and condition 2 Compute W_(E+D) and L_(E+D) ComputeAD, A_(E), and A_(D+E) Compute overlap (A_(D+E) for Vehicle A, A_(D+E)for Vehicle B) If overlap (A_(D+E) for Vehicle A, A_(D+E) for VehicleB) > 0 and (condition 1 == false OR condition 2 ==false)      /potential PO/    Compute A₁ for Vehicle B = overlap (A_(D)for Vehicle A, A_(E) for    Vehicle B)    Compute A₁ for Vehicle A =overlap (A_(E) for Vehicle A, A_(D) for    Vehicle B)    If (A₁ forVehicle B = A_(E) for Vehicle B) and (A₁ for Vehicle A =    A_(E) forVehicle A)          /confirmed PO/       generate a misbehavior report   Else       proceed to further analysis   /e.g., turbulence analysis/Else    remain idle

Where, for the full algorithm, W_(E) is the width of area A_(E), L_(E)is the length of area A_(E), W_(D) is the width of area A_(D), L_(D) thelength of area A_(D), W_(E+D) is the width of area A_(E+D), and L_(E+D)is the length of area A_(E+D).

As previously mentioned, a third technique is disclosed thatsynchronizes temporally V2X vehicle-based messages provided with V2Xgeneration times. Some position overlap detector techniques do notaccount for temporal synchronization between two V2X vehicle-basedmessages sent by different transmitters (e.g., on different vehicles)and, as such, these techniques do not account for differences in thegeneration times between vehicle-based messages transmitted fromdifferent vehicles. As previously explained, this issue can lead toincorrect detections. For instance, a first vehicle-based message (e.g.,BSM A) transmitted by a first vehicle (e.g., vehicle A) may have ageneration time timestamped at 0.1 seconds (s), and a secondvehicle-based message (e.g., BSM B) transmitted by a second vehicle(e.g., vehicle B) may have a generation time timestamped at 0.15 s. Ifboth transmitting vehicles (e.g., the first vehicle and the secondvehicle) travel at different speeds (e.g., the first vehicle may travelat 35 meters/seconds (m/s) and the second vehicle may travel at 5 m/s),then a 0.05 s time difference will cause a distance change (e.g., inthis example, a distance change of 1.5 m) between the position estimatesof the vehicles contained in the first vehicle-based message at time 0.1s and the second vehicle-based message at time 0.15 s. As a result, theoutputs of a temporally synchronized position overlap detector andunsynchronized position overlap detector may diverge (e.g., synchronizeddetectors may detect an overlap, whereas unsynchronized detectors maynot detect an overlap). Thus, a synchronization of the vehicle-basedmessages (e.g., the first vehicle-based message and the secondvehicle-based message) may be needed to obtain a position of thevehicles (e.g., the first vehicle and the second vehicle) at the sametime (e.g., at time t), which allows for a more accurate determinationof a position overlap.

The third technique can employ a motion prediction algorithm and/ormobility forecast algorithms to forecast movement or mobility of thevehicles. For instance, upon reception by a device (e.g., a vehicle,RSU, base station, etc.) of two messages (e.g., BSMs, SDSMs, CAMs, etc.)from two different vehicles, the motion prediction algorithm can be usedon a first message of the two messages with an oldest generation time toforecast the movement or mobility of the vehicle at a generation timeindicated in a second message of the two messages for comparison. Thedevice can then compare the mobility data of both vehicles at a sameinstant, providing synchronization between the two messages transmittedby different transmitters of the two vehicles. Illustrative examples ofmotion prediction algorithm and/or a mobility forecast algorithmsinclude a Kalman filter (e.g., a Kalman filter, a bin-Kalman filter, agenie-Kalman filter, an extended Kalman filter, an unscented Kalmanfilter, and/or other type of Kalman filter) and/or a Long Short TermMemory (LSTM) or other machine learning based model. In one illustrativeexample, at the reception of two V2X vehicle-based messages from twodifferent vehicles (e.g., a first vehicle-based message transmitted by afirst vehicle at time to, and a second vehicle-based message transmittedby a second vehicle at time t1), the disclosed position overlap detectorcan use a Kalam filter (e.g., or LSTM) on the vehicle-based message(e.g., the first vehicle-based message) with the oldest generation time(e.g., at time t0) to forecast the mobility of that vehicle (e.g., thefirst vehicle) at the generation time (e.g., at time t1) of the secondvehicle-based message to be compared. As a result, the disclosedposition overlap detector can compare the mobility data of both vehicles(e.g., the first vehicle and the second vehicle) at the same instant oftime (e.g., at time t1).

As previously mentioned, a fourth technique is disclosed that provides aphysical turbulence analysis using V2X motion estimates of the vehicles.Misbehavior detection can provide more accuracy if vehicle-basedmessages can be identified as misbehavior with either a high or lowconfidence level. The processing can become more complicated if theconfidence level is moderate.

The fourth technique employs turbulence analysis to determine whether apotential position overlap is a true position overlap of vehicles (e.g.,a collision) or a misbehavior attack (e.g., a misbehaving vehiclereporting messages with erroneous or incorrect information, such asindicating overlap between vehicles when no overlap exists). Turbulenceis the quality of being in a state of agitation (e.g., a violentdisorder or commotion). In this context, turbulence can be related to avehicle's reaction to a crash (e.g., collision). For instance, during acollision, the motion of both of the vehicles can be turbulent becausethere will likely be an abrupt deceleration, an abrupt decrease inspeed, and/or an abrupt increased yaw rate (e.g., vehicle spinning orlate driver reaction) of the vehicles. Also, during a collision, therewill likely be a broadcast of a collision event (e.g., a DENM) and/or anabsence of V2X vehicle-based messages being transmitted from at leastone of the vehicles. Since the disclosed position overlap detector canmake use of turbulence for determination of a position overlap (e.g., acollision), then in order for an attacker (e.g., a misbehaving vehicle)to succeed in mounting a position overlap attack, the attacker may needto create “a ghost vehicle” (e.g., a fictious vehicle) that exhibits amotion, such as a turbulent motion, (and/or a communications) mimickinga collision, which is unlikely. Most likely the attacker will create a“ghost vehicle” that has an undisturbed motion (e.g., the ghost vehicledoes not exhibit a decrease in speed), which can be indicative of nocollision occurring between the vehicles.

The absence of turbulence in the motion of the vehicles (and/or in thecommunications of the vehicles) can indicate the presence of an attack.Overall, the fourth technique aims to observe an abrupt variation of themotion (and/or in the communications) of the vehicles during, before,and/or after the potential position overlap of the vehicles. The outcomeof this observation is twofold. The presence of an abrupt variation inmotion (and/or in communications) can indicate a collision (e.g., thevehicle speed may decrease due to the collision). The absence of anabrupt variation in motion (and/or in communications) can indicate amisbehavior (e.g., the overlapping vehicles do not slow down before,during, and after the collision).

FIG. 15 is a flow diagram illustrating an example of a process 1500 fordetermining position overlap of vehicles (e.g., vehicles 1420 a, 1420 bof FIG. 14 ), in accordance with some aspects of the present disclosure.The process 1500 may employ the four disclosed techniques for detectingposition overlap of vehicles. At block 1510, after receivingvehicle-based messages from two vehicles (e.g., a first vehicle and asecond vehicle) and observing a position overlap event from thevehicle-based messages, at least one processor (e.g., processor 1710 ofFIG. 17 ), which may be located on a network device (e.g., a vehicle,base station, or network server), may temporarily synchronize thevehicle-based messages from the vehicles by, for example, utilizing thethird disclosed technique for temporal synchronization. After thevehicle-based messages are temporarily synchronized, at block 1520, theprocessor(s) may determine whether there is a potential position overlapby, for example, utilizing the first disclosed technique and/or thesecond disclosed technique. The potential position overlap can belabeled as a “suspicious” attack.

At block 1530, the processor(s) may wait to possibly obtainvehicle-based messages transmitted from at least one of the vehicles inthe potential position overlap (and/or from vehicles nearby withincommunications range) after the occurrence of the potential positionoverlap. After the processor(s) has gathered vehicle-based messages thathave been transmitted by at least one of the vehicles in the potentialposition overlap (and/or by vehicles nearby within communications range)before, during, and after the potential position overlap, at block 1540,the processor(s) may perform a turbulence analysis, for example, byutilizing the fourth disclosed technique. During the turbulenceanalysis, the processor(s) may calculate the variation of speed,acceleration, heading, and position of the vehicles in the potentialposition overlap by utilizing the vehicle-based messages transmitted byat least one of the vehicles (and/or from vehicles nearby withincommunications range) before, during, and after the potential positionoverlap.

After the processor(s) has performed the turbulence analysis, at block1550, the processor(s) can issue a decision regarding whether there is atrue position overlap (e.g., collision) of the vehicles or a misbehaviorattack based on the results of the turbulence analysis. In some cases,for the decision, the observed and computed variation in motion canserve as an input to a function that outputs the decision. Similarly,there can be two sets of input, which may be inputs from before thepotential collision and inputs from after the potential collision. Thefunction can be a machine learning (ML) classifier trained to determinewhether a potential position overlap is an actual position overlap, or aset of conditions defined based on observations of previous realautomotive collisions. The function can return a binary output, whichcan indicate the presence of a collision or a misbehavior attack. Incase of an attack, the event which was labeled as “suspicious” can nowbe labelled as an “attack”. In some examples, the ML classifier can betrained to determine whether a potential position overlap is an actualposition overlap using supervised learning or training, semi-supervisedlearning or training, unsupervised learning or training, or other typeof training. For instance, the ML classifier can be a neural networkthat is trained using inputs of speed, acceleration, heading, positionetc. before and after known collisions and inputs of speed,acceleration, heading, position etc. before and after non-collisions.Using backpropagation and a loss function (e.g., mean squared error(MSE) or other loss function), parameters of the ML classifier (e.g.,weights, biases, etc.) can be tuned to minimize the loss.

After the processor(s) has issued a decision, at block 1560, theprocessor(s) can report the event (e.g., a position overlap event or amisbehavior event), for example, to a central misbehavior authority(MA), of a misbehavior detection system.

FIG. 16 is a flow chart illustrating an example of a process 1600 forwireless communications. The process 1600 can be performed by acomputing device (e.g., a vehicle, a server device or system such as anetwork server, a base station such as a gNodeB (gNB) or eNodeB (eNB), aUE, a mobile device such as a mobile phone, a network-connected watch,an extended reality device (e.g., a virtual reality (VR) device, anaugmented reality (AR) device, a mixed reality (MR) device, etc.) or bya component or system (e.g., a chipset) of the computing device. Theoperations of the process 1600 may be implemented as software componentsthat are executed and run on one or more processors (e.g., processor1710 of FIG. 17 or other processor(s)). Further, the transmission andreception of signals by the wireless communications device in theprocess 1600 may be enabled, for example, by one or more antennas and/orone or more transceivers (e.g., wireless transceiver(s)).

At block 1610, the computing device (or component thereof) may determinea potential position overlap between a first vehicle and a secondvehicle. In some aspects, the computing device (or component thereof)may generate a first modified bounding box for the first vehicle usingdimensions and a positioning error for the first vehicle. The computingdevice (or component thereof) may generate a second modified boundingbox for the second vehicle using dimensions and a positioning error forthe second vehicle. In one illustrative example, such as usingtechniques described above with respect to FIG. 12 , to generate thefirst modified bounding box for the first vehicle, the computing device(or component thereof) may modify a point of a first bounding box forthe first vehicle relative to an ellipse associated with the positioningerror for the first vehicle such that exterior edges of the firstbounding box indicate an outline of the first modified bounding box forthe first vehicle. To generate the second modified bounding box for thesecond vehicle, the computing device (or component thereof) may modify apoint of a second bounding box for the second vehicle relative to anellipse associated with the positioning error for the second vehiclesuch that exterior edges of the second bounding box indicate an outlineof the second modified bounding box for the second vehicle. Thecomputing device (or component thereof) may determine the potentialposition overlap based on the first modified bounding box intersectingwith the second modified bounding box, such as described above withrespect to FIG. 13 .

At block 1620, the computing device (or component thereof) may determinea characteristic (e.g., one or more characteristics) of at least one ofthe first vehicle or the second vehicle based on information from avehicle-based message. In some cases, the characteristic(s) include adecrease in speed of the first vehicle and/or the second vehicle, adeceleration of the first vehicle and/or the second vehicle, an increasein yaw rate of the first vehicle and/or the second vehicle, a messageindicating a collision event, an absence of a message transmitted fromthe first vehicle and/or the second vehicle, one or more physicalcharacteristics of the first vehicle, one or more physicalcharacteristics of the second vehicle, any combination thereof, and/orother characteristic(s). In some aspects, the computing device (orcomponent thereof) may receive the vehicle-based message from at leastone of the first vehicle, the second vehicle, or another vehicle withincommunications range of at least one of the first vehicle or the secondvehicle. In some examples, the vehicle-based message includes one ormore Sensor Data Sharing Messages (SDSMs), Basic Safety Messages (BSMs),Cooperative Awareness Messages (CAMs), Collective Perception Messages(CPMs), Decentralized Environmental Messages (DENMs), any combinationthereof, and/or other vehicle-based messages.

At block 1630, the computing device (or component thereof) may determinewhether the potential position overlap is an actual position overlapbetween the first vehicle and the second vehicle based on thecharacteristic. In some aspects, the computing device (or componentthereof) may determine whether the potential position overlap is anactual position overlap using a machine learning (ML) classifier. In oneillustrative example, as described previously, the computing device (orcomponent thereof) may determine the potential position overlap is anactual position overlap between the first vehicle and the second vehiclebased on the characteristic being indicative of a collision. In such anexample, the computing device (or component thereof) may transmit areport associated with a collision between the first vehicle and secondvehicle based on determining the potential position overlap is an actualposition overlap. In another illustrative example, as describedpreviously, the computing device (or component thereof) may determine amisbehavior attack based on the characteristic indicating a lack of acollision. In such an example, the computing device (or componentthereof) may transmit a report associated with the misbehavior attack.

In some cases, the vehicle-based message includes a plurality ofvehicle-based messages (e.g., SDSMs, BSMs, CAMs, CPMs, DENMs, anycombination thereof, and/or other vehicle-based messages). The computingdevice (or component thereof) may synchronize the plurality ofvehicle-based messages. In such cases, the plurality of vehicle-basedmessages are synchronized using at least one of a motion predictionalgorithm or a mobility forecast algorithm.

In some cases, such as using the techniques described above with respectto FIG. 14 , the computing device (or component thereof) may determine athreshold amount of the first modified bounding box is within the secondmodified bounding box and determine the threshold amount of the secondmodified bounding box is within the first modified bounding box. Thecomputing device (or component thereof) may determine the potentialposition overlap is an actual position overlap based on determining thethreshold amount of the first modified bounding box is within the secondmodified bounding box and the threshold amount of the second modifiedbounding box is within the first modified bounding box. In oneillustrative example, with reference to FIG. 14 , computing device (orcomponent thereof) may determine the center of a positioning errorellipse 1430 a plus a confidence position value (e.g., a 95% confidenceposition value or other suitable value) for vehicle 1420 a isencompassed by the modified bounding box 1410 b of vehicle 1420 b.Further, computing device (or component thereof) may determine thecenter of a positioning error ellipse 1430 b plus the confidenceposition value (e.g., the 95% confidence position value or othersuitable value) for vehicle 1420 b is encompassed by the modifiedbounding box 1410 a of vehicle 1420 a. Based on such determinations, thecomputing device (or component thereof) may determine that there is atrue position overlap between the vehicles 1420 a, 1420 b.

In some examples, determining the characteristic of at least one of thefirst vehicle or the second vehicle includes determining a physicalcharacteristic of the first vehicle and a physical characteristic of thesecond vehicle based on the information from the vehicle-based message.In such examples, the computing device (or component thereof) maydetermine at least one of roles or rights of the first vehicle and atleast one of roles or rights of the second vehicle from thevehicle-based message determine the potential position overlap based onthe physical characteristic of the first vehicle and the physicalcharacteristic of the second vehicle being similar and based on at leastone of the roles or the rights of the first vehicle and the secondvehicle being different. In some cases, the physical characteristic ofthe first vehicle includes at least one of dimensions of the firstvehicle, a type of the first vehicle, or a motion of the first vehicle.In some cases, the physical characteristic of the second vehicleincludes at least one of dimensions of the second vehicle, a type of thesecond vehicle, or a motion of the second vehicle. In some examples, theroles of the first vehicle include at least one of an off-duty role ofthe first vehicle or an on-duty role of the first vehicle and the rolesof the second vehicle include at least one of an off-duty role of thesecond vehicle or an on-duty role of the second vehicle. In some cases,the rights of the first vehicle include specific service permissions(SSPs) of the first vehicle and the rights of the second vehicle includeSSPs of the second vehicle.

FIG. 17 is a block diagram illustrating an example of a computing system1700, which may be employed by the disclosed systems and methods for arobust and enhanced detection of position overlap (PO) of vehicles, inaccordance with some aspects of the present disclosure. In particular,FIG. 17 illustrates an example of computing system 1700, which can befor example any computing device making up internal computing system, aremote computing system, a camera, or any component thereof in which thecomponents of the system are in communication with each other usingconnection 1705. Connection 1705 can be a physical connection using abus, or a direct connection into processor 1710, such as in a chipsetarchitecture. Connection 1705 can also be a virtual connection,networked connection, or logical connection.

In some aspects, computing system 1700 is a distributed system in whichthe functions described in this disclosure can be distributed within adatacenter, multiple data centers, a peer network, etc. In some aspects,one or more of the described system components represents many suchcomponents each performing some or all of the function for which thecomponent is described. In some aspects, the components can be physicalor virtual devices.

Example system 1700 includes at least one processing unit (CPU orprocessor) 1710 and connection 1705 that communicatively couples varioussystem components including system memory 1715, such as read-only memory(ROM) 1720 and random access memory (RAM) 1725 to processor 1710.Computing system 1700 can include a cache 1712 of high-speed memoryconnected directly with, in close proximity to, or integrated as part ofprocessor 1710.

Processor 1710 can include any general purpose processor and a hardwareservice or software service, such as services 1732, 1734, and 1736stored in storage device 1730, configured to control processor 1710 aswell as a special-purpose processor where software instructions areincorporated into the actual processor design. Processor 1710 mayessentially be a completely self-contained computing system, containingmultiple cores or processors, a bus, memory controller, cache, etc. Amulti-core processor may be symmetric or asymmetric.

To enable user interaction, computing system 1700 includes an inputdevice 1745, which can represent any number of input mechanisms, such asa microphone for speech, a touch-sensitive screen for gesture orgraphical input, keyboard, mouse, motion input, speech, etc. Computingsystem 1700 can also include output device 1735, which can be one ormore of a number of output mechanisms. In some instances, multimodalsystems can enable a user to provide multiple types of input/output tocommunicate with computing system 1700.

Computing system 1700 can include communications interface 1740, whichcan generally govern and manage the user input and system output. Thecommunication interface may perform or facilitate receipt and/ortransmission wired or wireless communications using wired and/orwireless transceivers, including those making use of an audio jack/plug,a microphone jack/plug, a universal serial bus (USB) port/plug, anApple™ Lightning™ port/plug, an Ethernet port/plug, a fiber opticport/plug, a proprietary wired port/plug, 3G, 4G, 5G and/or othercellular data network wireless signal transfer, a Bluetooth™ wirelesssignal transfer, a Bluetooth™ low energy (BLE) wireless signal transfer,an IBEACON™ wireless signal transfer, a radio-frequency identification(RFID) wireless signal transfer, near-field communications (NFC)wireless signal transfer, dedicated short range communication (DSRC)wireless signal transfer, 802.11 Wi-Fi wireless signal transfer,wireless local area network (WLAN) signal transfer, Visible LightCommunication (VLC), Worldwide Interoperability for Microwave Access(WiMAX), Infrared (IR) communication wireless signal transfer, PublicSwitched Telephone Network (PSTN) signal transfer, Integrated ServicesDigital Network (ISDN) signal transfer, ad-hoc network signal transfer,radio wave signal transfer, microwave signal transfer, infrared signaltransfer, visible light signal transfer, ultraviolet light signaltransfer, wireless signal transfer along the electromagnetic spectrum,or some combination thereof.

The communications interface 1740 may also include one or more rangesensors (e.g., LIDAR sensors, laser range finders, RF radars, ultrasonicsensors, and infrared (IR) sensors) configured to collect data andprovide measurements to processor 1710, whereby processor 1710 can beconfigured to perform determinations and calculations needed to obtainvarious measurements for the one or more range sensors. In someexamples, the measurements can include time of flight, wavelengths,azimuth angle, elevation angle, range, linear velocity and/or angularvelocity, or any combination thereof. The communications interface 1740may also include one or more Global Navigation Satellite System (GNSS)receivers or transceivers that are used to determine a location of thecomputing system 1700 based on receipt of one or more signals from oneor more satellites associated with one or more GNSS systems. GNSSsystems include, but are not limited to, the US-based GPS, theRussia-based Global Navigation Satellite System (GLONASS), theChina-based BeiDou Navigation Satellite System (BDS), and theEurope-based Galileo GNSS. There is no restriction on operating on anyparticular hardware arrangement, and therefore the basic features heremay easily be substituted for improved hardware or firmware arrangementsas they are developed.

Storage device 1730 can be a non-volatile and/or non-transitory and/orcomputer-readable memory device and can be a hard disk or other types ofcomputer readable media which can store data that are accessible by acomputer, such as magnetic cassettes, flash memory cards, solid statememory devices, digital versatile disks, cartridges, a floppy disk, aflexible disk, a hard disk, magnetic tape, a magnetic strip/stripe, anyother magnetic storage medium, flash memory, memristor memory, any othersolid-state memory, a compact disc read only memory (CD-ROM) opticaldisc, a rewritable compact disc (CD) optical disc, digital video disk(DVD) optical disc, a blu-ray disc (BDD) optical disc, a holographicoptical disk, another optical medium, a secure digital (SD) card, amicro secure digital (microSD) card, a Memory Stick® card, a smartcardchip, a EMV chip, a subscriber identity module (SIM) card, amini/micro/nano/pico SIM card, another integrated circuit (IC)chip/card, random access memory (RAM), static RAM (SRAM), dynamic RAM(DRAM), read-only memory (ROM), programmable read-only memory (PROM),erasable programmable read-only memory (EPROM), electrically erasableprogrammable read-only memory (EEPROM), flash EPROM (FLASHEPROM), cachememory (e.g., Level 1 (L1) cache, Level 2 (L2) cache, Level 3 (L3)cache, Level 4 (L4) cache, Level 5 (L5) cache, or other (L#) cache),resistive random-access memory (RRAM/ReRAM), phase change memory (PCM),spin transfer torque RAM (STT-RAM), another memory chip or cartridge,and/or a combination thereof.

The storage device 1730 can include software services, servers,services, etc., that when the code that defines such software isexecuted by the processor 1710, it causes the system to perform afunction. In some aspects, a hardware service that performs a particularfunction can include the software component stored in acomputer-readable medium in connection with the necessary hardwarecomponents, such as processor 1710, connection 1705, output device 1735,etc., to carry out the function. The term “computer-readable medium”includes, but is not limited to, portable or non-portable storagedevices, optical storage devices, and various other mediums capable ofstoring, containing, or carrying instruction(s) and/or data. Acomputer-readable medium may include a non-transitory medium in whichdata can be stored and that does not include carrier waves and/ortransitory electronic signals propagating wirelessly or over wiredconnections. Examples of a non-transitory medium may include, but arenot limited to, a magnetic disk or tape, optical storage media such ascompact disk (CD) or digital versatile disk (DVD), flash memory, memoryor memory devices. A computer-readable medium may have stored thereoncode and/or machine-executable instructions that may represent aprocedure, a function, a subprogram, a program, a routine, a subroutine,a module, a software package, a class, or any combination ofinstructions, data structures, or program statements. A code segment maybe coupled to another code segment or a hardware circuit by passingand/or receiving information, data, arguments, parameters, or memorycontents. Information, arguments, parameters, data, etc. may be passed,forwarded, or transmitted via any suitable means including memorysharing, message passing, token passing, network transmission, or thelike.

Specific details are provided in the description above to provide athorough understanding of the aspects and examples provided herein, butthose skilled in the art will recognize that the application is notlimited thereto. Thus, while illustrative aspects of the applicationhave been described in detail herein, it is to be understood that theinventive concepts may be otherwise variously embodied and employed, andthat the appended claims are intended to be construed to include suchvariations, except as limited by the prior art. Various features andaspects of the above-described application may be used individually orjointly. Further, aspects can be utilized in any number of environmentsand applications beyond those described herein without departing fromthe broader scope of the specification. The specification and drawingsare, accordingly, to be regarded as illustrative rather thanrestrictive. For the purposes of illustration, methods were described ina particular order. It should be appreciated that in alternate aspects,the methods may be performed in a different order than that described.

For clarity of explanation, in some instances the present technology maybe presented as including individual functional blocks comprisingdevices, device components, steps or routines in a method embodied insoftware, or combinations of hardware and software. Additionalcomponents may be used other than those shown in the figures and/ordescribed herein. For example, circuits, systems, networks, processes,and other components may be shown as components in block diagram form inorder not to obscure the aspects in unnecessary detail. In otherinstances, well-known circuits, processes, algorithms, structures, andtechniques may be shown without unnecessary detail in order to avoidobscuring the aspects.

Further, those of skill in the art will appreciate that the variousillustrative logical blocks, modules, circuits, and algorithm stepsdescribed in connection with the aspects disclosed herein may beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, circuits,and steps have been described above generally in terms of theirfunctionality. Whether such functionality is implemented as hardware orsoftware depends upon the particular application and design constraintsimposed on the overall system. Skilled artisans may implement thedescribed functionality in varying ways for each particular application,but such implementation decisions should not be interpreted as causing adeparture from the scope of the present disclosure.

Individual aspects may be described above as a process or method whichis depicted as a flowchart, a flow diagram, a data flow diagram, astructure diagram, or a block diagram. Although a flowchart may describethe operations as a sequential process, many of the operations can beperformed in parallel or concurrently. In addition, the order of theoperations may be re-arranged. A process is terminated when itsoperations are completed, but could have additional steps not includedin a figure. A process may correspond to a method, a function, aprocedure, a subroutine, a subprogram, etc. When a process correspondsto a function, its termination can correspond to a return of thefunction to the calling function or the main function.

Processes and methods according to the above-described examples can beimplemented using computer-executable instructions that are stored orotherwise available from computer-readable media. Such instructions caninclude, for example, instructions and data which cause or otherwiseconfigure a general purpose computer, special purpose computer, or aprocessing device to perform a certain function or group of functions.Portions of computer resources used can be accessible over a network.The computer executable instructions may be, for example, binaries,intermediate format instructions such as assembly language, firmware,source code. Examples of computer-readable media that may be used tostore instructions, information used, and/or information created duringmethods according to described examples include magnetic or opticaldisks, flash memory, USB devices provided with non-volatile memory,networked storage devices, and so on.

In some aspects the computer-readable storage devices, mediums, andmemories can include a cable or wireless signal containing a bitstreamand the like. However, when mentioned, non-transitory computer-readablestorage media expressly exclude media such as energy, carrier signals,electromagnetic waves, and signals per se.

Those of skill in the art will appreciate that information and signalsmay be represented using any of a variety of different technologies andtechniques. For example, data, instructions, commands, information,signals, bits, symbols, and chips that may be referenced throughout theabove description may be represented by voltages, currents,electromagnetic waves, magnetic fields or particles, optical fields orparticles, or any combination thereof, in some cases depending in parton the particular application, in part on the desired design, in part onthe corresponding technology, etc.

The various illustrative logical blocks, modules, and circuits describedin connection with the aspects disclosed herein may be implemented orperformed using hardware, software, firmware, middleware, microcode,hardware description languages, or any combination thereof, and can takeany of a variety of form factors. When implemented in software,firmware, middleware, or microcode, the program code or code segments toperform the necessary tasks (e.g., a computer-program product) may bestored in a computer-readable or machine-readable medium. A processor(s)may perform the necessary tasks. Examples of form factors includelaptops, smart phones, mobile phones, tablet devices or other small formfactor personal computers, personal digital assistants, rackmountdevices, standalone devices, and so on. Functionality described hereinalso can be embodied in peripherals or add-in cards. Such functionalitycan also be implemented on a circuit board among different chips ordifferent processes executing in a single device, by way of furtherexample.

The instructions, media for conveying such instructions, computingresources for executing them, and other structures for supporting suchcomputing resources are example means for providing the functionsdescribed in the disclosure.

The techniques described herein may also be implemented in electronichardware, computer software, firmware, or any combination thereof. Suchtechniques may be implemented in any of a variety of devices such asgeneral purposes computers, wireless communication device handsets, orintegrated circuit devices having multiple uses including application inwireless communication device handsets and other devices. Any featuresdescribed as modules or components may be implemented together in anintegrated logic device or separately as discrete but interoperablelogic devices. If implemented in software, the techniques may berealized at least in part by a computer-readable data storage mediumcomprising program code including instructions that, when executed,performs one or more of the methods, algorithms, and/or operationsdescribed above. The computer-readable data storage medium may form partof a computer program product, which may include packaging materials.The computer-readable medium may comprise memory or data storage media,such as random access memory (RAM) such as synchronous dynamic randomaccess memory (SDRAM), read-only memory (ROM), non-volatile randomaccess memory (NVRAM), electrically erasable programmable read-onlymemory (EEPROM), FLASH memory, magnetic or optical data storage media,and the like. The techniques additionally, or alternatively, may berealized at least in part by a computer-readable communication mediumthat carries or communicates program code in the form of instructions ordata structures and that can be accessed, read, and/or executed by acomputer, such as propagated signals or waves.

The program code may be executed by a processor, which may include oneor more processors, such as one or more digital signal processors(DSPs), general purpose microprocessors, an application specificintegrated circuits (ASICs), field programmable logic arrays (FPGAs), orother equivalent integrated or discrete logic circuitry. Such aprocessor may be configured to perform any of the techniques describedin this disclosure. A general-purpose processor may be a microprocessor;but in the alternative, the processor may be any conventional processor,controller, microcontroller, or state machine. A processor may also beimplemented as a combination of computing devices, e.g., a combinationof a DSP and a microprocessor, a plurality of microprocessors, one ormore microprocessors in conjunction with a DSP core, or any other suchconfiguration. Accordingly, the term “processor,” as used herein mayrefer to any of the foregoing structure, any combination of theforegoing structure, or any other structure or apparatus suitable forimplementation of the techniques described herein.

One of ordinary skill will appreciate that the less than (“<”) andgreater than (“>”) symbols or terminology used herein can be replacedwith less than or equal to (“≤”) and greater than or equal to (“≥”)symbols, respectively, without departing from the scope of thisdescription.

Where components are described as being “configured to” perform certainoperations, such configuration can be accomplished, for example, bydesigning electronic circuits or other hardware to perform theoperation, by programming programmable electronic circuits (e.g.,microprocessors, or other suitable electronic circuits) to perform theoperation, or any combination thereof.

The phrase “coupled to” or “communicatively coupled to” refers to anycomponent that is physically connected to another component eitherdirectly or indirectly, and/or any component that is in communicationwith another component (e.g., connected to the other component over awired or wireless connection, and/or other suitable communicationinterface) either directly or indirectly.

Claim language or other language reciting “at least one of” a set and/or“one or more” of a set indicates that one member of the set or multiplemembers of the set (in any combination) satisfy the claim. For example,claim language reciting “at least one of A and B” or “at least one of Aor B” means A, B, or A and B. In another example, claim languagereciting “at least one of A, B, and C” or “at least one of A, B, or C”means A, B, C, or A and B, or A and C, or B and C, or A and B and C. Thelanguage “at least one of” a set and/or “one or more” of a set does notlimit the set to the items listed in the set. For example, claimlanguage reciting “at least one of A and B” or “at least one of A or B”can mean A, B, or A and B, and can additionally include items not listedin the set of A and B.

Illustrative aspects of the disclosure include:

Aspect 1. A method for wireless communications at a computing device,the method comprising: determining, by the computing device, a potentialposition overlap between a first vehicle and a second vehicle;determining, by the computing device, a characteristic of at least oneof the first vehicle or the second vehicle based on information from avehicle-based message; and determining, by the computing device, whetherthe potential position overlap is an actual position overlap between thefirst vehicle and the second vehicle based on the characteristic.

Aspect 2. The method of Aspect 1, wherein the characteristic is at leastone of a decrease in speed of at least one of the first vehicle or thesecond vehicle, a deceleration of at least one of the first vehicle orthe second vehicle, an increase in yaw rate of at least one of the firstvehicle or the second vehicle, a message indicating a collision event,or an absence of a message transmitted from at least one of the firstvehicle or the second vehicle.

Aspect 3. The method of any of Aspects 1 to 2, wherein determiningwhether the potential position overlap is an actual position overlapcomprises: determining the potential position overlap is an actualposition overlap between the first vehicle and the second vehicle basedon the characteristic being indicative of a collision.

Aspect 4. The method of Aspect 3, further comprising transmitting areport associated with a collision between the first vehicle and secondvehicle based on determining the potential position overlap is an actualposition overlap.

Aspect 5. The method of any of Aspects 1 to 4, wherein determiningwhether the potential position overlap is an actual position overlapcomprises: determining a misbehavior attack based on the characteristicindicating a lack of a collision.

Aspect 6. The method of Aspect 5, further comprising transmitting areport associated with the misbehavior attack.

Aspect 7. The method of any of Aspects 1 to 6, wherein the computingdevice is one of a user equipment (UE), a vehicle, a base station, or anetwork server.

Aspect 8. The method of any of Aspects 1 to 7, wherein the vehicle-basedmessage includes at least one of a Sensor Data Sharing Message (SDSM), aBasic Safety Message (BSM), a Cooperative Awareness Message (CAM), aCollective Perception Message (CPM), or a Decentralized EnvironmentalMessage (DENM).

Aspect 9. The method of any of Aspects 1 to 8, further comprisingreceiving the vehicle-based message from at least one of the firstvehicle, the second vehicle, or another vehicle within communicationsrange of at least one of the first vehicle or the second vehicle.

Aspect 10. The method of any of Aspects 1 to 9, further comprisingdetermining whether the potential position overlap is an actual positionoverlap using a machine learning (ML) classifier.

Aspect 11. The method of any of Aspects 1 to 10, wherein thevehicle-based message includes a plurality of vehicle-based messages,and further comprising synchronizing the plurality of vehicle-basedmessages.

Aspect 12. The method of Aspect 11, wherein the plurality ofvehicle-based messages are synchronized using at least one of a motionprediction algorithm or a mobility forecast algorithm.

Aspect 13. The method of any of Aspects 1 to 12, further comprising:generating, by the computing device, a first modified bounding box forthe first vehicle using dimensions and a positioning error for the firstvehicle; and generating, by the computing device, a second modifiedbounding box for the second vehicle using dimensions and a positioningerror for the second vehicle.

Aspect 14. The method of Aspect 13, wherein: generating the firstmodified bounding box for the first vehicle includes modifying a pointof a first bounding box for the first vehicle relative to an ellipseassociated with the positioning error for the first vehicle such thatexterior edges of the first bounding box indicate an outline of thefirst modified bounding box for the first vehicle; and generating thesecond modified bounding box for the second vehicle includes modifying apoint of a second bounding box for the second vehicle relative to anellipse associated with the positioning error for the second vehiclesuch that exterior edges of the second bounding box indicate an outlineof the second modified bounding box for the second vehicle.

Aspect 15. The method of any of Aspects 13 or 14, further comprisingdetermining the potential position overlap based on the first modifiedbounding box intersecting with the second modified bounding box.

Aspect 16. The method of any of Aspects 13 to 15, further comprising:determining, by the computing device, a threshold amount of the firstmodified bounding box is within the second modified bounding box;determining, by the computing device, the threshold amount of the secondmodified bounding box is within the first modified bounding box; anddetermining the potential position overlap is an actual position overlapbased on determining the threshold amount of the first modified boundingbox is within the second modified bounding box and the threshold amountof the second modified bounding box is within the first modifiedbounding box.

Aspect 17. The method of any of Aspects 1 to 16, wherein determining thecharacteristic of at least one of the first vehicle or the secondvehicle includes determining a physical characteristic of the firstvehicle and a physical characteristic of the second vehicle based on theinformation from the vehicle-based message, the method furthercomprising: determining, by the computing device, at least one of rolesor rights of the first vehicle and at least one of roles or rights ofthe second vehicle from the vehicle-based message; and determining, bythe computing device, the potential position overlap based on thephysical characteristic of the first vehicle and the physicalcharacteristic of the second vehicle being similar and based on at leastone of the roles or the rights of the first vehicle and the secondvehicle being different.

Aspect 18. The method of Aspect 17, wherein: the physical characteristicof the first vehicle includes at least one of dimensions of the firstvehicle, a type of the first vehicle, or a motion of the first vehicle;and the physical characteristic of the second vehicle includes at leastone of dimensions of the second vehicle, a type of the second vehicle,or a motion of the second vehicle.

Aspect 19. The method of any of Aspects 17 or 18, wherein: the roles ofthe first vehicle include at least one of an off-duty role of the firstvehicle or an on-duty role of the first vehicle; and the roles of thesecond vehicle include at least one of an off-duty role of the secondvehicle or an on-duty role of the second vehicle.

Aspect 20. The method of any of Aspects 17 to 19, wherein: the rights ofthe first vehicle include specific service permissions (SSPs) of thefirst vehicle; and the rights of the second vehicle include SSPs of thesecond vehicle.

Aspect 21. A apparatus for wireless communications, comprising: at leastone memory; and at least one processor coupled to at least one memoryand configured to: determine a potential position overlap between afirst vehicle and a second vehicle; determine a characteristic of atleast one of the first vehicle or the second vehicle based oninformation from a vehicle-based message; and determine whether thepotential position overlap is an actual position overlap between thefirst vehicle and the second vehicle based on the characteristic.

Aspect 22. The apparatus of Aspect 21, wherein the characteristic is atleast one of a decrease in speed of at least one of the first vehicle orthe second vehicle, a deceleration of at least one of the first vehicleor the second vehicle, an increase in yaw rate of at least one of thefirst vehicle or the second vehicle, a message indicating a collisionevent, or an absence of a message transmitted from at least one of thefirst vehicle or the second vehicle.

Aspect 23. The apparatus of any of Aspects 21 to 22, wherein the atleast one processor is configured to: determine the potential positionoverlap is an actual position overlap between the first vehicle and thesecond vehicle based on the characteristic being indicative of acollision.

Aspect 24. The apparatus of Aspect 23, wherein the at least oneprocessor is configured to: output a report associated with a collisionbetween the first vehicle and second vehicle based on determining thepotential position overlap is an actual position overlap.

Aspect 25. The apparatus of any of Aspects 21 to 24, wherein, todetermine whether the potential position overlap is an actual positionoverlap, the at least one processor is configured to: determine amisbehavior attack based on the characteristic indicating a lack of acollision.

Aspect 26. The apparatus of Aspect 25, wherein the at least oneprocessor is configured to: t output a report associated with themisbehavior attack.

Aspect 27. The apparatus of any of Aspects 21 to 26, wherein thecomputing device is one of a user equipment (UE), a vehicle, a basestation, or a network server.

Aspect 28. The apparatus of any of Aspects 21 to 27, wherein thevehicle-based message includes at least one of a Sensor Data SharingMessage (SDSM), a Basic Safety Message (BSM), a Cooperative AwarenessMessage (CAM), a Collective Perception Message (CPM), or a DecentralizedEnvironmental Message (DENM).

Aspect 29. The apparatus of any of Aspects 21 to 28, wherein the atleast one processor is configured to: receive the vehicle-based messagefrom at least one of the first vehicle, the second vehicle, or anothervehicle within communications range of at least one of the first vehicleor the second vehicle.

Aspect 30. The apparatus of any of Aspects 21 to 29, wherein the atleast one processor is configured to: determine whether the potentialposition overlap is an actual position overlap using a machine learning(ML) classifier.

Aspect 31. The apparatus of any of Aspects 21 to 30, wherein: thevehicle-based message includes a plurality of vehicle-based messages;and the at least one processor is configured to synchronize theplurality of vehicle-based messages.

Aspect 32. The apparatus of Aspect 31, wherein the plurality ofvehicle-based messages are synchronized using at least one of a motionprediction algorithm or a mobility forecast algorithm.

Aspect 33. The apparatus of any of Aspects 21 to 32, wherein the atleast one processor is configured to: generate a first modified boundingbox for the first vehicle using dimensions and a positioning error forthe first vehicle; and generate a second modified bounding box for thesecond vehicle using dimensions and a positioning error for the secondvehicle.

Aspect 34. The apparatus of Aspect 33, wherein the at least oneprocessor is configured to: generate the first modified bounding box forthe first vehicle includes modifying a point of a first bounding box forthe first vehicle relative to an ellipse associated with the positioningerror for the first vehicle such that exterior edges of the firstbounding box indicate an outline of the first modified bounding box forthe first vehicle; and generate the second modified bounding box for thesecond vehicle includes modifying a point of a second bounding box forthe second vehicle relative to an ellipse associated with thepositioning error for the second vehicle such that exterior edges of thesecond bounding box indicate an outline of the second modified boundingbox for the second vehicle.

Aspect 35. The apparatus of any of Aspects 33 or 34, wherein the atleast one processor is configured to: determine the potential positionoverlap based on the first modified bounding box intersecting with thesecond modified bounding box.

Aspect 36. The apparatus of any of Aspects 33 to 35, wherein the atleast one processor is configured to: determine a threshold amount ofthe first modified bounding box is within the second modified boundingbox; determine the threshold amount of the second modified bounding boxis within the first modified bounding box; and determine the potentialposition overlap is an actual position overlap based on determining thethreshold amount of the first modified bounding box is within the secondmodified bounding box and the threshold amount of the second modifiedbounding box is within the first modified bounding box.

Aspect 37. The apparatus of any of Aspects 21 to 36, wherein, todetermine the characteristic of at least one of the first vehicle or thesecond vehicle, the at least one processor is configured to determine aphysical characteristic of the first vehicle and a physicalcharacteristic of the second vehicle based on the information from thevehicle-based message, and wherein the at least one processor is furtherconfigured to: determine at least one of roles or rights of the firstvehicle and at least one of roles or rights of the second vehicle fromthe vehicle-based message; and determine the potential position overlapbased on the physical characteristic of the first vehicle and thephysical characteristic of the second vehicle being similar and based onat least one of the roles or the rights of the first vehicle and thesecond vehicle being different.

Aspect 38. The apparatus of Aspect 37, wherein: the physicalcharacteristic of the first vehicle includes at least one of dimensionsof the first vehicle, a type of the first vehicle, or a motion of thefirst vehicle; and the physical characteristic of the second vehicleincludes at least one of dimensions of the second vehicle, a type of thesecond vehicle, or a motion of the second vehicle

Aspect 39. The apparatus of any of Aspects 37 or 38, wherein: the rolesof the first vehicle include at least one of an off-duty role of thefirst vehicle or an on-duty role of the first vehicle; and the roles ofthe second vehicle include at least one of an off-duty role of thesecond vehicle or an on-duty role of the second vehicle.

Aspect 40. The apparatus of any of Aspects 37 to 39, wherein: the rightsof the first vehicle include specific service permissions (SSPs) of thefirst vehicle; and the rights of the second vehicle include SSPs of thesecond vehicle.

Aspect 41. A non-transitory computer-readable medium having storedthereon instructions that, when executed by one or more processors,cause the one or more processors to perform operations according to anyof Aspects 1 to 40.

Aspect 42. An apparatus comprising one or means for performingoperations according to any of Aspects 1 to 40.

The previous description is provided to enable any person skilled in theart to practice the various aspects described herein. Variousmodifications to these aspects will be readily apparent to those skilledin the art, and the generic principles defined herein may be applied toother aspects. Thus, the claims are not intended to be limited to theaspects shown herein, but is to be accorded the full scope consistentwith the language claims, wherein reference to an element in thesingular is not intended to mean “one and only one” unless specificallyso stated, but rather “one or more.”

What is claimed is:
 1. A method for wireless communications at acomputing device, the method comprising: determining, by the computingdevice, a potential position overlap between a first vehicle and asecond vehicle; determining, by the computing device, a characteristicof at least one of the first vehicle or the second vehicle based oninformation from a vehicle-based message; and determining, by thecomputing device, whether the potential position overlap is an actualposition overlap between the first vehicle and the second vehicle basedon the characteristic.
 2. The method of claim 1, wherein thecharacteristic is at least one of a decrease in speed of at least one ofthe first vehicle or the second vehicle, a deceleration of at least oneof the first vehicle or the second vehicle, an increase in yaw rate ofat least one of the first vehicle or the second vehicle, a messageindicating a collision event, or an absence of a message transmittedfrom at least one of the first vehicle or the second vehicle.
 3. Themethod of claim 1, wherein determining whether the potential positionoverlap is an actual position overlap comprises: determining thepotential position overlap is an actual position overlap between thefirst vehicle and the second vehicle based on the characteristic beingindicative of a collision.
 4. The method of claim 1, wherein determiningwhether the potential position overlap is an actual position overlapcomprises: determining a misbehavior attack based on the characteristicindicating a lack of a collision.
 5. The method of claim 1, wherein thecomputing device is one of a user equipment (UE), a vehicle, a basestation, or a network server.
 6. The method of claim 1, wherein thevehicle-based message includes at least one of a Sensor Data SharingMessage (SDSM), a Basic Safety Message (BSM), a Cooperative AwarenessMessage (CAM), a Collective Perception Message (CPM), or a DecentralizedEnvironmental Message (DENM).
 7. The method of claim 1, furthercomprising receiving the vehicle-based message from at least one of thefirst vehicle, the second vehicle, or another vehicle withincommunications range of at least one of the first vehicle or the secondvehicle.
 8. The method of claim 1, further comprising determiningwhether the potential position overlap is an actual position overlapusing a machine learning (ML) classifier.
 9. The method of claim 1,wherein the vehicle-based message includes a plurality of vehicle-basedmessages, and further comprising synchronizing the plurality ofvehicle-based messages.
 10. The method of claim 9, wherein the pluralityof vehicle-based messages are synchronized using at least one of amotion prediction algorithm or a mobility forecast algorithm.
 11. Themethod of claim 1, further comprising: generating, by the computingdevice, a first modified bounding box for the first vehicle usingdimensions and a positioning error for the first vehicle; andgenerating, by the computing device, a second modified bounding box forthe second vehicle using dimensions and a positioning error for thesecond vehicle.
 12. The method of claim 11, wherein: generating thefirst modified bounding box for the first vehicle includes modifying apoint of a first bounding box for the first vehicle relative to anellipse associated with the positioning error for the first vehicle suchthat exterior edges of the first bounding box indicate an outline of thefirst modified bounding box for the first vehicle; and generating thesecond modified bounding box for the second vehicle includes modifying apoint of a second bounding box for the second vehicle relative to anellipse associated with the positioning error for the second vehiclesuch that exterior edges of the second bounding box indicate an outlineof the second modified bounding box for the second vehicle.
 13. Themethod of claim 11, further comprising determining the potentialposition overlap based on the first modified bounding box intersectingwith the second modified bounding box.
 14. The method of claim 11,further comprising: determining, by the computing device, a thresholdamount of the first modified bounding box is within the second modifiedbounding box; determining, by the computing device, the threshold amountof the second modified bounding box is within the first modifiedbounding box; and determining the potential position overlap is anactual position overlap based on determining the threshold amount of thefirst modified bounding box is within the second modified bounding boxand the threshold amount of the second modified bounding box is withinthe first modified bounding box.
 15. The method of claim 1, whereindetermining the characteristic of at least one of the first vehicle orthe second vehicle includes determining a physical characteristic of thefirst vehicle and a physical characteristic of the second vehicle basedon the information from the vehicle-based message, the method furthercomprising: determining, by the computing device, at least one of rolesor rights of the first vehicle and at least one of roles or rights ofthe second vehicle from the vehicle-based message; and determining, bythe computing device, the potential position overlap based on thephysical characteristic of the first vehicle and the physicalcharacteristic of the second vehicle being similar and based on at leastone of the roles or the rights of the first vehicle and the secondvehicle being different.
 16. The method of claim 15, wherein: thephysical characteristic of the first vehicle includes at least one ofdimensions of the first vehicle, a type of the first vehicle, or amotion of the first vehicle; and the physical characteristic of thesecond vehicle includes at least one of dimensions of the secondvehicle, a type of the second vehicle, or a motion of the secondvehicle.
 17. The method of claim 15, wherein: the roles of the firstvehicle include at least one of an off-duty role of the first vehicle oran on-duty role of the first vehicle; and the roles of the secondvehicle include at least one of an off-duty role of the second vehicleor an on-duty role of the second vehicle.
 18. The method of claim 15,wherein: the rights of the first vehicle include specific servicepermissions (SSPs) of the first vehicle; and the rights of the secondvehicle include SSPs of the second vehicle.
 19. An apparatus forwireless communications, comprising: at least one memory; and at leastone processor coupled to at least one memory and configured to:determine a potential position overlap between a first vehicle and asecond vehicle; determine a characteristic of at least one of the firstvehicle or the second vehicle based on information from a vehicle-basedmessage; and determine whether the potential position overlap is anactual position overlap between the first vehicle and the second vehiclebased on the characteristic.
 20. The apparatus of claim 19, wherein thecharacteristic is at least one of a decrease in speed of at least one ofthe first vehicle or the second vehicle, a deceleration of at least oneof the first vehicle or the second vehicle, an increase in yaw rate ofat least one of the first vehicle or the second vehicle, a messageindicating a collision event, or an absence of a message transmittedfrom at least one of the first vehicle or the second vehicle.
 21. Theapparatus of claim 19, wherein the at least one processor is configuredto: determine the potential position overlap is an actual positionoverlap between the first vehicle and the second vehicle based on thecharacteristic being indicative of a collision; or determine amisbehavior attack based on the characteristic indicating a lack of acollision.
 22. The apparatus of claim 19, wherein the apparatus is oneof a user equipment (UE), a vehicle, a base station, or a networkserver.
 23. The apparatus of claim 19, wherein the vehicle-based messageincludes at least one of a Sensor Data Sharing Message (SDSM), a BasicSafety Message (BSM), a Cooperative Awareness Message (CAM), aCollective Perception Message (CPM), or a Decentralized EnvironmentalMessage (DENM).
 24. The apparatus of claim 19, wherein the at least oneprocessor is configured to: receive the vehicle-based message from atleast one of the first vehicle, the second vehicle, or another vehiclewithin communications range of at least one of the first vehicle or thesecond vehicle.
 25. The apparatus of claim 19, wherein: thevehicle-based message includes a plurality of vehicle-based messages;and the at least one processor is configured to synchronize theplurality of vehicle-based messages.
 26. The apparatus of claim 25,wherein the plurality of vehicle-based messages are synchronized usingat least one of a motion prediction algorithm or a mobility forecastalgorithm.
 27. The apparatus of claim 19, wherein the at least oneprocessor is configured to: generate a first modified bounding box forthe first vehicle using dimensions and a positioning error for the firstvehicle; generate a second modified bounding box for the second vehicleusing dimensions and a positioning error for the second vehicle; anddetermine the potential position overlap based on the first modifiedbounding box intersecting with the second modified bounding box.
 28. Theapparatus of claim 27, wherein the at least one processor is configuredto: generate the first modified bounding box for the first vehicleincludes modifying a point of a first bounding box for the first vehiclerelative to an ellipse associated with the positioning error for thefirst vehicle such that exterior edges of the first bounding boxindicate an outline of the first modified bounding box for the firstvehicle; and generate the second modified bounding box for the secondvehicle includes modifying a point of a second bounding box for thesecond vehicle relative to an ellipse associated with the positioningerror for the second vehicle such that exterior edges of the secondbounding box indicate an outline of the second modified bounding box forthe second vehicle.
 29. The apparatus of claim 27, wherein the at leastone processor is configured to: determine a threshold amount of thefirst modified bounding box is within the second modified bounding box;determine the threshold amount of the second modified bounding box iswithin the first modified bounding box; and determine the potentialposition overlap is an actual position overlap based on determining thethreshold amount of the first modified bounding box is within the secondmodified bounding box and the threshold amount of the second modifiedbounding box is within the first modified bounding box.
 30. Theapparatus of claim 19, wherein, to determine the characteristic of atleast one of the first vehicle or the second vehicle, the at least oneprocessor is configured to determine a physical characteristic of thefirst vehicle and a physical characteristic of the second vehicle basedon the information from the vehicle-based message, and wherein the atleast one processor is further configured to: determine at least one ofroles or rights of the first vehicle and at least one of roles or rightsof the second vehicle from the vehicle-based message; and determine thepotential position overlap based on the physical characteristic of thefirst vehicle and the physical characteristic of the second vehiclebeing similar and based on at least one of the roles or the rights ofthe first vehicle and the second vehicle being different.